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SGR calls on the UK government to push for a climate agreement that combines technology with social, political, and economic changes, specifically supporting the 'Contraction and Convergence' model to balance equity for developing nations with the inclusion of major emitters like China and India. The letter argues that the UK must increase its own domestic efforts in energy efficiency, renewable energy, and sustainable transport to maintain credibility in these negotiations.

The report finds that the average Welsh resident's Ecological Footprint (EF) of 5.25 gha/cap is significantly higher than the global biocapacity of 1.8 gha/cap, implying that nearly three Earths would be needed if everyone lived like a Welsh resident. Food and drink consumption is the largest single component of the EF, while energy consumption is the primary driver of CO2 emissions. The study highlights a discrepancy between 'producer responsibility' (territorial emissions) and 'consumer responsibility' (emissions from consumption), noting that Wales carries an environmental burden for consumption occurring outside its borders. Sectoral analyses suggest that while organic farming and energy efficiency schemes offer some reductions, the most significant potential for lowering the EF lies in dietary changes, a shift toward renewable energy (particularly wind), and aggressive demand management in transport.

The document examines the environmental and social impacts of the aviation industry, noting that rapid growth in passenger and freight demand cancels out technological efficiency gains. It highlights the sector's contribution to climate change through greenhouse gases and radiative forcing, as well as local impacts like noise and air pollution. The authors propose a demand management strategy based on three pillars: internalising external costs via emission charges, shifting short-haul passengers to rail, and substituting physical travel with electronic communication. The paper concludes with nine specific policy recommendations, including a ban on night-time flights and the adoption of an 'environmental bubble' concept for airports.

The document examines the EIB's environmental framework, highlighting contradictions where the bank claims to support EU climate goals while continuing to fund fossil fuels and aviation. It details the EIB's 2002 and 2004 environmental statements, its internal organizational structure for environmental assessment, and a series of reform demands from NGOs to increase transparency and accountability.

The global transportation sector contributes 15-20% of greenhouse gas emissions, with 25-50% coming from vehicles difficult to power with batteries, such as aircraft, transoceanic vessels, and long-haul trucks. CATF aims to catalyze the transition to zero-carbon fuels (ZCF), including hydrogen and ammonia, and the necessary infrastructure. The organization's initial focus is on the U.S. and EU, with plans to expand to emerging economies. To implement these strategies, CATF seeks $6.5 million in funding over the next three years.

The Clean Air Task Force (CATF) identifies zero-carbon fuels like hydrogen and ammonia as essential for decarbonizing sectors where electrification is not commercially viable, such as aviation, maritime shipping, and ironmaking. CATF aims to overcome barriers including high costs, infrastructure gaps, and lack of policy support through a strategy that includes promoting hydrogen hubs, establishing clean fuel standards, and facilitating global trade. To implement these strategies over the next three years, CATF seeks $12 million in funding for capacity building, technical analysis, and support for first-mover projects.

The Clean Air Task Force (CATF) recommends that the DOE prioritize a limited number of large-scale hydrogen hubs (4 to 6) to avoid program dilution and maximize industrial learning. CATF emphasizes the need for full lifecycle analysis (LCA) to measure greenhouse gas intensity, noting that natural gas with carbon capture can reach 1.5 to 2.0 kgCO2e/kgH2, while solar-powered electrolyzers range from 0.96 to 2.52 kgCO2e/kgH2 when upstream emissions are included. The document argues for prioritizing 'difficult-to-electrify' sectors such as heavy-duty trucking, marine shipping, and heavy industry. To ensure equity, CATF suggests requiring comprehensive community environmental health assessments and implementing inclusive engagement strategies to protect disadvantaged communities from industrial pollution.

The report details a bottom-up integrated model developed in Analytica to project greenhouse gas emissions in South Africa to 2050. It incorporates a Mitigation Potential Analysis (MPA), GHG emission pathways, and a socio-economic model linked via a Social Accounting Matrix (SAM). The model assesses various sectors—including energy, industry, transport, waste, and AFOLU—applying specific mitigation measures and policies such as the Carbon Tax Act of 2019 and the IRP 2023. It provides a framework for evaluating the socio-economic impacts of decarbonisation pathways on employment, output, and household consumption across different income deciles.

The document is a student guide designed to facilitate classroom conversations, small group discussions, or writing prompts based on 90-second radio stories from Yale Climate Connections. It provides a structured set of questions divided into categories such as general impressions, making connections, finding and evaluating solutions, justice and equity, and climate communication in action. Additionally, it lists suggested radio stories categorized by topics including energy, health, policy and politics, and species and ecosystems, and offers extension activities for deeper research and analysis.

A Global Witness statement calling for the EU to pass the Corporate Sustainability Due Diligence Directive, supported by polling showing 74% of citizens in ten EU countries want a law requiring companies to reduce emissions to limit global warming to 1.5 degrees.

The authors argue that European transport policies are outdated because they assume a permanent increase in driving and flying. They suggest that the convergence of new technologies—such as autonomous vehicles, 3D printing, and shared mobility—offers a choice between a 'transport heaven' of reduced congestion and greenery, or a 'transport hell' of increased vehicle kilometers and pollution. The text advocates for a European-wide strategy that prioritizes 'mobility' (satisfying needs without necessarily changing location) over 'transport' (the physical movement of vehicles), citing the Netherlands' transition to cycling as a model for urban transformation.

The document examines the role of carbon offsets in climate policy, highlighting their ability to reduce mitigation costs and provide sustainability co-benefits. However, it identifies significant risks including additionality, permanence, leakage, and quantification errors. Through a 'road test' of various protocols, the Stockholm Environment Institute (SEI) demonstrates that the amount of offsets credited for the same project can vary by a factor of 2 or more. The brief recommends that offsets be used as transitional tools and that protocols be standardized to ensure consistent calculation of emission reduction credits.

The document outlines the methodology for the Klimatkalkylatorn tool, which estimates a user's climate footprint across four consumption categories: housing, food, transport, and shopping, plus a fixed societal impact. It details the use of Swedish national statistics (SCB), the GTAP input-output model for indirect emissions, and specific emission factors for energy and transport. The tool compares individual results against a Swedish average of 10.7 tonnes CO2e, a global average of 6.4 tonnes CO2e, and a 2020 target of 7 tonnes CO2e per person.

The document highlights a growing gap between Scotland's territorial emissions, which decreased by 13% between 1995 and 2004, and its consumer emissions, which grew by 11% in the same period. This trend indicates an increasing reliance on imported products and the offshoring of production emissions. Household consumption is the primary driver of the carbon footprint, with housing, transport, and food and drink as the largest contributors. The brief emphasizes that high-income households have significantly larger footprints and recommends that the Scottish government integrate consumer-based accounting into its national framework to ensure real emission reductions.

The document argues for a collective global commitment to decarbonize transport through a system approach. It proposes a specific 2035 target consisting of a 35 percent shift to green fuels and a 25 percent reduction in transport energy consumption relative to 2022 levels. This goal is intended to complement the COP28 global stocktake, which called for a transition away from fossil fuels but lacked a quantified target for the transport sector.

The analysis finds that seven global transport initiatives could reduce global energy-related emissions by 3.7 percent by 2050. The most significant reductions are linked to mode-shifting to rail or public transport, though these require high effort. While electric vehicle and fuel efficiency targets are ambitious, the paper notes gaps in addressing heavy-duty vehicles and total travel demand, suggesting that better policy linkages and wider geographical coverage are needed to improve effectiveness.

The document argues that the COVID-19 crisis is a critical window to shift from 'snapshot to transition thinking,' urging governments to use stimulus packages to accelerate future technologies like renewable energy while phasing out fossil fuels. It highlights a concerning trend where approximately 30% of global fiscal stimulus is directed toward high-environmental-impact sectors, often without sustainability conditions. The report advocates for a 'One Health' approach to prevent future zoonotic pandemics by protecting biodiversity, and calls for the integration of informal workers and urban poor into city-level recovery planning. Key recommendations include the elimination of fossil fuel subsidies, the implementation of 'do no harm' standards for bailouts, and increased financial support and debt restructuring for developing countries to facilitate a just transition.

The paper introduces 'effective impact' to measure the gap between the theoretical emissions reductions possible through behavioral change and the actual results of individual-level interventions. While sustainable shifts could theoretically offset an average person's annual emissions, real-world interventions typically achieve only 10% of this potential. The research identifies four 'Priority Shifts'—sustainable ground travel, air travel alternatives, residential solar/energy efficiency, and plant-rich meals—noting that car-free living is 78 times more impactful than composting. It concludes that systemic support is essential, as individual interventions alone are insufficient to meet climate demands.