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Carbon Market Watch criticizes the lack of transparency and the voluntary nature of offset criteria in ICAO's CORSIA scheme, warning that these flaws, combined with a reliance on low-quality CDM credits, could render the program's climate contribution null.

The report identifies a growing "restoration economy" where businesses generate financial returns by improving the ecological function of degraded landscapes. It categorizes these opportunities into four main investment themes: technology, consumer products, project management, and commercial forestry. Through case studies of 14 companies across eight countries, the authors illustrate how various models—from drone-based reforestation and climate-smart credit for smallholders to sustainable timber and bamboo plantations—can scale. The document highlights that while significant market opportunities exist due to government pledges and rising resource demand, investors face hurdles such as high transaction costs, low liquidity, and insecure land tenure in developing regions.

The report finds that the Western Climate Initiative (WCI) carbon market, comprising California, Quebec, and Ontario, is experiencing significant oversupply. This surplus, estimated at 270 million metric tons (MMT) through 2020, is driven by economic factors, renewable energy innovation, and the 2009 recession. Because allowances can be banked, this oversupply threatens to undermine the 2030 climate targets by effectively raising future emission caps. The author recommends that WCI jurisdictions adjust future caps downward by an amount equal to the privately held allowances banked by the end of 2020, citing the success of the Regional Greenhouse Gas Initiative (RGGI) in using a similar approach.

Carbon Market Watch argues that international aviation and shipping emissions (bunkers emissions) must be accurately tracked within the Paris Agreement framework to prevent double counting of emission reductions. The organization recommends that Nationally Determined Contributions (NDCs) include a specific section for contributions outside their scope and that the UNFCCC formally cooperate with the International Civil Aviation Organization (ICAO) regarding the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). Furthermore, it proposes that the global stocktake incorporate data from ICAO and International Maritime Organization (IMO) reports to assess collective progress toward long-term temperature goals.

The document examines the lack of transparency in the ICAO's creation of the CORSIA offsetting scheme, highlighting risks to the Paris Agreement and the EU ETS. It argues that ICAO's current practice of closed meetings and non-disclosure agreements contradicts its own rules of procedure and the obligations of 13 member states under the Aarhus Convention. The brief recommends broadening observer diversity, opening meetings to the public, and providing access to key regulatory documents to ensure the environmental integrity of aviation carbon offsets.

Carbon Market Watch advocates for an orderly phase-out of the Kyoto Protocol's Clean Development Mechanism (CDM) and suggests using a placeholder for market provisions in the Paris Agreement rulebook until robust rules are established to ensure emissions reductions are additional and do not undermine climate ambition.

The author criticizes the ICAO for developing the CORSIA offsetting scheme behind closed doors, warning that a lack of coordination with the UNFCCC could lead to double-counting of emission reductions and undermine the Paris Agreement. The text calls for the European Union to advocate for public participation and transparency in the aviation body's decision-making process.

The text examines how regional governments and cities can maintain climate ambitions despite national withdrawals from international agreements, such as the US's proposed exit from the Paris Agreement. It highlights the Under2MoU as a global sub-national alliance and details Baden-Württemberg's legal and strategic approach to climate neutrality, while noting that regional success remains dependent on supportive national and EU frameworks.

The document assesses the current state of global carbon pricing, noting that most prices are below USD 10, far below the USD 40-100/tCO2 levels recommended by the High-Level Commission on Carbon Prices to meet Paris Agreement goals. It advocates for a 'climate policy portfolio' that combines carbon taxes or cap-and-trade systems with complementary measures to address non-price barriers and avoid 'waterbed effects' through price floors. The brief also calls for the abolition of counterproductive policies like fossil fuel subsidies and the use of carbon revenues to fund a just transition and fight energy poverty.

The document summarizes over 125 written submissions and workshop contributions regarding the proposed Canadian Clean Fuel Standard (CFS). Stakeholders generally support the CFS's goal of reducing GHG emissions by 30 Mt annually by 2030, though they diverge on the feasibility of the timeline and the specific regulatory design. Key areas of discussion include the preference for an emission intensity-based approach over volumetric mandates, the need for flexible compliance pathways such as credit trading, and the importance of harmonizing the CFS with existing carbon pricing and international aviation and marine standards. Industrial sectors expressed significant concerns regarding competitiveness, carbon leakage, and the technical feasibility of fuel switching, while environmental groups advocated for broad sustainability criteria and the inclusion of indirect land use changes (iLUC) in life-cycle analyses.

The document outlines a phased carbon tax for South Africa starting at R120 per ton of CO2 equivalent, designed to internalise the cost of GHG emissions while protecting industrial competitiveness through allowances. Economic modelling suggests the tax could reduce emissions by 26% to 33% by 2035 compared to business-as-usual, with significant growth in renewable energy sectors and relative declines in coal and heavy industry. The policy includes revenue recycling mechanisms to protect poor households and ensure electricity price neutrality during the first phase.

The report identifies a significant price gap between sustainable aviation fuel (SAF) and conventional jet fuel as the primary barrier to adoption. It proposes that U.S. airports, specifically the Port of Seattle at Seattle-Tacoma International Airport, can overcome this by funding 'co-benefits'—such as air quality improvements and greenhouse gas reductions—rather than the fuel commodity itself. The authors evaluate 14 funding mechanisms and recommend a portfolio including corporate support, port taxing authority, general non-aeronautical revenue, and airline agreements to meet an estimated $6 million annual cost for a 1% SAF blend. Additionally, the report explores infrastructure financing, noting that long-term co-benefit procurement contracts can de-risk private investment in regional SAF production.

The report critiques the 2010 Memorandum of Understanding (MOU) between California, Acre, and Chiapas, which aimed to link jurisdictional REDD+ programs to California's cap-and-trade system. It argues that these mechanisms prioritize market logic over structural climate causes, leading to land grabbing, the criminalization of traditional practices, and the marginalization of indigenous peoples. In Acre, the report identifies methodological flaws in emission accounting and failures in community-level projects. In Chiapas, it highlights the expropriation of territories for agrofuel monocultures and increasing public debt. The document concludes that REDD+ safeguards are largely rhetorical and recommends the exclusion of carbon markets and offsets from environmental policy.

The document argues that the Sustainable Development Mechanism (SDM) must move beyond the practices of the Kyoto Protocol's Clean Development Mechanism (CDM) to ensure an overall reduction in greenhouse gas emissions and alignment with the 2030 Agenda. It advocates for a shift from carbon offsetting toward results-based finance and the integration of human rights, transparency, and the Sustainable Development Goals (SDGs) as core principles.

The policy brief critiques CORSIA for focusing on offsetting growth above 2020 levels rather than reducing overall sector emissions. It highlights the risk of double counting since offsets are sourced from countries with Nationally Determined Contributions (NDCs) under the Paris Agreement. The author recommends that ICAO implement a 'negative list' for harmful project types and a public registry, while urging the UNFCCC to integrate aviation's efforts into the Global Stocktake and Facilitative Dialogue to ratchet ambition toward the 1.5°C goal.

Carbon Market Watch calls for the Sustainable Development Mechanism (SDM) to depart from the 'pure offsetting' approach of the Clean Development Mechanism (CDM), citing a European Commission study that found 85% of CDM projects unlikely to deliver real emission reductions. The author argues the SDM should instead function as a tool for results-based finance and actively contribute to the United Nations sustainable development goals (SDGs) through transformational change and robust stakeholder participation.

A coalition of NGOs argues that the expansion of Vienna airport is incompatible with Austria's climate goals and the Paris Agreement. They highlight that aviation is the most carbon-intensive transport mode, benefiting from tax exemptions and an ineffective carbon offsetting scheme (CORSIA), and call for the end of airport expansions and fuel tax exemptions to meet emission reduction targets.

Carbon Market Watch urges the end of the UN's Clean Development Mechanism (CDM) following a European Commission study by the Öko-Institut. The study indicates that 85% of analyzed projects and 73% of the potential credit supply from 2013 to 2020 are unlikely to provide real, measurable, and additional emission reductions. Such credits could potentially increase global greenhouse gas emissions by over 3.5 billion tonnes of CO2. The organization specifically warns against the aviation industry using these ineffective credits through the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) to avoid greenwashing.

The Climate, Land, Ambition and Rights Alliance (CLARA) provides recommendations for land-use policies within the UNFCCC framework. The briefing emphasizes the need for free, prior and informed consent (FPIC) for indigenous peoples, the protection of collective land rights, and the adoption of agroecological practices. It strongly opposes the use of terrestrial carbon sinks to offset industrial emissions, citing the non-permanence of such sinks and the unreliability of soil carbon accounting. Additionally, it warns against large-scale bioenergy with carbon capture and storage (BECCS) and 'Climate Smart Agriculture' due to risks of land grabs and corporate green-washing.

The policy brief examines the transition from the Kyoto Protocol's Clean Development Mechanism (CDM) to the Paris Agreement's Sustainable Development Mechanism (SDM). It argues that the CDM's offsetting model is obsolete in a world where all countries have climate commitments and recommends abolishing carbon offsetting in favor of results-based climate finance. The author highlights significant failures of the CDM, including the fact that approximately 73% of potential credits between 2013 and 2020 likely did not represent real emission reductions. Key recommendations include stopping CDM project registration by COP 24 in 2018 and ending the use of CDM credits by 2023.