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WWF provides guidance for corporations on the voluntary purchase of carbon credits, emphasizing that such purchases must be supplementary to a transparent, science-based strategy to reduce Scope 1, 2, and 3 emissions. The document cautions against using terms like "carbon neutral," "net zero," and "offsetting" due to potential misleading interpretations and the evolving regulatory context of the Paris Agreement. It establishes seven quality criteria for "high-quality" credits—real, measurable, additional, permanent, avoiding leakage, monitored/verified, and complying with safeguards—and advises against credits from nuclear, fossil fuel, or certain biomass projects. Additionally, it introduces the concept of "insetting" as a way to address emissions within a company's value chain, though it notes that standards for insetting are still evolving.

The document highlights the critical need for countries to reach an agreement on Article 6 of the Paris Agreement before COP25. It identifies four primary areas of contention: the transition of old Kyoto Protocol credits, the prevention of double counting through corresponding adjustments, the move away from offsetting logic toward true emission reductions, and the necessity of integrating social and environmental safeguards to protect human rights and support sustainable development.

The aviation sector lacks an official international climate target, with emissions growing exponentially and projected to increase by 300% by 2050 compared to 2015. The author criticizes CORSIA as a weak measure and warns that recognizing it as the sole global market-based measure could undermine the European Union Emissions Trading System (EU ETS).

The statement criticizes Global North governments for declaring climate emergencies without implementing the systemic changes necessary to avoid catastrophe. It rejects 'false solutions' like carbon markets and geoengineering, advocating instead for a transition to 100% renewable energy managed as a common good by communities rather than corporations.

The statement contends that declarations of climate emergencies by global North governments are insufficient if they continue to fund fossil fuel infrastructure and rely on 'false solutions' like carbon markets and geoengineering. It advocates for a system change that treats energy as a human right and ensures a just transition to 100% renewable energy, emphasizing that rich nations must provide financial support to countries with less capacity to compensate for historical pollution and facilitate adaptation.

The statement criticizes governments in the Global North for declaring climate emergencies without implementing proportional measures, arguing that 'false solutions' like carbon markets and geoengineering serve corporate elites rather than the planet. It calls for a systemic change where energy is treated as a human right and a common good, demanding a just transition that ends fossil fuel extraction and provides financial reparations from rich nations to less fortunate ones.

The International Coalition for Sustainable Aviation (ICSA) calls on Aarhus Convention Parties to address a lack of transparency in ICAO's work on CORSIA. The letter recommends that member countries push for open observer status, public meetings, public access to committee documents and Standards and Recommended Practices (SARPs), and the inclusion of public input in decision-making processes.

The report details IISD's Bioeconomy project (2017-2019) focusing on harvesting unconventional biomass from water retention sites and roadside ditches in Manitoba. It argues that this practice removes phosphorus to protect Lake Winnipeg, improves habitat health, and provides a low-carbon alternative to fossil fuels or a means of soil carbon sequestration. The document analyzes harvesting methods, the shift from bioenergy to livestock bedding and compost, and evaluates global and North American carbon market verification methodologies to identify frameworks suitable for these watershed management activities.

The briefing argues that Article 6 of the Paris Agreement must implement strong accounting rules to prevent double counting of emission reductions, particularly between national mitigation objectives (NDCs) and the CORSIA aviation scheme. It advocates for phasing out 'pure offsetting' in favor of overall emission reductions and warns against the use of old Kyoto Protocol credits after 2020. Additionally, the document emphasizes the need for local stakeholder involvement and independent grievance mechanisms to prevent the human rights violations seen under the Clean Development Mechanism (CDM).

The document describes a Sustainable Asset Valuation (SAVi) assessment of two sites in Manitoba: the civil engineered Stephenfield Reservoir and the natural wetland Pelly's Lake. It aims to quantify the financial value of ecosystem services—such as flood protection, water storage, and carbon offsets—to inform policy-makers and investors on the benefits of maintaining natural and built infrastructure over traditional grey infrastructure.

The Green Economy Coalition responds to the UK Committee on Climate Change's (CCC) recommendation for the UK to reach net-zero emissions by 2050. While welcoming the target as a roadmap for other economies, the Coalition argues that net-zero by 2050 is a minimum starting point and may be too cautious regarding technology and societal change. The document emphasizes that decarbonization alone is insufficient, calling for a transition to a green economy that addresses biodiversity loss, ensures a just transition through deliberative democracy, and implements Green New Deal policies to prevent corporate monopolies over new green infrastructure.

The report explores the use of impact tokens—blockchain-based digital representations of social and environmental impacts—to overcome five primary barriers in the impact investing industry: lack of appropriate capital, market segmentation, limited exit options, unsophisticated measurement practices, and a shortage of high-quality opportunities. Through ten case studies across sectors like agriculture, energy, and forestry, the document demonstrates how these tokens can increase trust, promote financial inclusion, accelerate monitoring, reporting and verification (MRV) processes, and incentivize sustainable behaviors.

The research assesses offsetting schemes, emissions trading schemes (ETS), and climate levies against four criteria: effectiveness, non-discrimination (NMFT), common but differentiated responsibilities (CBDR-RC), and administrative burden. The authors conclude that a climate levy is the most suitable instrument because it provides the highest investment certainty for ship owners, has lower transaction costs than trading schemes, and allows for revenue redistribution to support impacted states. The paper urges the International Maritime Organization (IMO) to adopt a robust carbon price quickly due to the long lifespan of ships currently being built.

The briefing evaluates eight carbon offset programs—including CDM, VCS, and Gold Standard—against ICAO's Program Design Elements for CORSIA. It concludes that no program currently complies with all eligibility criteria, primarily due to uncertainties regarding international accounting rules to prevent double counting. Furthermore, the author argues that the Program Design Elements alone cannot exclude credits lacking environmental value, necessitating the application of the Carbon Offset Credit Integrity Assessment Criteria.

The International Coalition for Sustainable Aviation (ICSA) advocates for the strict adoption of the Emissions Unit Criteria (EUCs) to maintain the environmental integrity of CORSIA. The coalition warns that allowing double-counted emissions credits—where reductions are claimed by both airlines and host countries—would increase global emissions. ICSA recommends a vintage date restriction for eligible units to projects starting in 2020 or later to avoid the use of low-quality accumulated credits. Additionally, the letter demands greater transparency for the Technical Advisory Body (TAB), including public membership lists, conflict-of-interest declarations, and open meetings to prevent secret deals and ensure fair program eligibility assessments.

The paper assesses the International Civil Aviation Organization's scheme to offset international flight emissions above 2020 levels, concluding that without strict eligibility criteria, the scheme may fail to produce additional emissions reductions. It warns that allowing unlimited credits from existing Clean Development Mechanism projects could result in no new abatement. The author recommends limiting eligibility to new projects or those at risk of discontinuation.

The briefing asserts that aviation emissions are exceeding forecasts and that the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) is inadequate for achieving climate stability targets.

The document critiques carbon markets, specifically cap-and-trade and offsetting, asserting they fail to reduce global emissions and instead facilitate corporate power and human rights abuses. It highlights the failures of the Clean Development Mechanism (CDM) and REDD, and warns that the negotiation of Article 6 at COP25 could lock in these flawed mechanisms, further delaying urgent emissions cuts at the source.

The Land Accelerator, supported by Germany's BMZ and the DOEN Foundation, provides technical knowledge and capital to entrepreneurs restoring degraded land. The 2019 Demo Day featured 14 African entrepreneurs from 8 countries presenting businesses focused on sustainable food, land use, and climate resilience.

Lenovo has implemented a comprehensive climate strategy focusing on energy efficiency and renewable energy to reduce its global Scope 1 and 2 emissions. Since 2009/10, the company has achieved a 32 percent reduction in these emissions, tracking toward a 40 percent target for 2020. Key initiatives include a low-temperature solder manufacturing process that cuts carbon emissions by 35 percent and the implementation of over 150 energy efficiency and renewable energy projects worldwide. Lenovo also manages supply chain impacts by requiring at least 75 percent of direct suppliers by spend to have climate change reduction targets and collaborating with Green Freight Asia to improve fuel efficiency in transport.