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The document outlines a proposed carbon tax for South Africa, starting at R120 per tCO2-eq in 2015 with annual increases of 10% through 2019. It argues that a carbon tax is more suitable than an emissions trading system (ETS) in the short term due to the oligopolistic nature of the domestic energy sector. The design includes a basic tax-free threshold of 60%, with additional allowances for trade-exposed and process-emission sectors, and the possibility of using carbon offsets to reduce tax liability. Economic modelling suggests the tax would have a largely neutral impact on GDP and employment if revenues are recycled effectively through tax shifting or government investment. The paper also details complementary flagship programmes in energy efficiency, renewable energy, and public transport to support a just transition.

The policy brief analyzes four regulatory scenarios for Canada's oil and gas sector, pairing emission-intensity improvements (20% to 40%) with price ceilings ($20 to $60). It argues that a 40% intensity standard with a two-tiered price ceiling ($30 and $60) provides an optimal balance by delivering 42 megatonnes of compliance in 2020 at an average cost of $28 per tonne. The author notes that while higher intensity targets increase costs, the average cost per barrel remains low (under $1), suggesting that such regulations would not significantly deter industry investment, as project hurdle rates already account for a $40 marginal cost.

The document consists of open letters sent to major European airlines, specifically exemplified by a letter to Lufthansa, requesting that they avoid using industrial gas credits from HFC-23 and adipic acid projects. The authors argue that these credits lack environmental integrity, do not represent real emissions reductions, and undermine the EU Emissions Trading Scheme (EU ETS) and the Montreal Protocol.

Carbon Market Watch and a coalition of environmental organizations call on Iberia to avoid using industrial gas offset credits, arguing that such credits lack environmental integrity and undermine the EU ETS and the Montreal Protocol.

Carbon Market Watch and several partner organizations sent an open letter to Air Berlin requesting that the airline avoid using industrial gas offset credits from HFC-23 and adipic acid projects. The authors argue that these credits lack environmental integrity, do not represent real emissions reductions, and undermine the EU ETS and the Montreal Protocol.

Carbon Market Watch and a coalition of NGOs call on Air France to protect the integrity of the EU ETS by avoiding industrial gas offsets, arguing that HFC-23 and adipic acid projects lack environmental integrity and undermine climate objectives.

Carbon Market Watch and a coalition of environmental organisations wrote an open letter to Alitalia on 12 April 2013, requesting that the airline avoid using industrial gas offset credits for its 2012 emission reduction targets. The letter highlights that a ban on HFC-23 and N2O from adipic acid abatement projects in the EU ETS takes effect on 1 May 2013. The authors argue that these specific credits lack sustainable development benefits, undermine the Montreal Protocol, and often do not represent real emissions reductions, thereby threatening the EU's climate objectives.

Carbon Market Watch and a coalition of environmental organizations call on Austrian Airlines AG to reject industrial gas offset credits, arguing that such credits lack environmental integrity and undermine the EU ETS.

Carbon Market Watch and other NGOs call on British Airways to avoid using industrial gas offset credits, arguing that such credits lack environmental integrity and undermine the EU ETS.

Carbon Market Watch and a coalition of environmental organizations call on Brussels Airlines to protect the integrity of the EU ETS by avoiding industrial gas offset credits. The authors argue that credits from HFC-23 and adipic acid projects lack environmental integrity, do not represent real emissions reductions, and undermine international climate objectives.

Carbon Market Watch and a coalition of environmental organizations call on Easyjet Airline to avoid using industrial gas offset credits (HFC-23 and N2O from adipic acid) for its 2012 EU ETS emission reduction targets. The letter argues that these credits lack environmental integrity, do not represent real emissions reductions, and undermine both the Montreal Protocol and EU climate objectives.

Carbon Market Watch and a coalition of NGOs urge Finnair to avoid using industrial gas offset credits (HFC-23 and N2O from adipic acid) for EU ETS compliance, arguing that such credits lack environmental integrity and undermine climate objectives.

Carbon Market Watch and a coalition of environmental organizations call on Germanwings to avoid using industrial gas offset credits, arguing that such credits lack environmental integrity and undermine EU climate objectives.

Carbon Market Watch and a coalition of NGOs call on KLM Royal Dutch Airlines to avoid using industrial gas offset credits, specifically HFC-23 and N2O from adipic acid projects, to meet its 2012 emission reduction targets. The letter argues that these credits lack environmental integrity, do not represent real emissions reductions, and undermine both the Montreal Protocol and EU climate objectives.

An open letter from Carbon Market Watch and a coalition of environmental organizations requesting that Deutsche Lufthansa AG avoid using industrial gas offset credits (HFC-23 and N2O from adipic acid) for its 2012 EU ETS emission reduction targets, arguing that such credits lack environmental integrity and undermine climate objectives.

Carbon Market Watch and other organizations call on Ryanair to avoid using industrial gas offset credits, arguing that HFC-23 and adipic acid projects lack environmental integrity and undermine climate objectives.

An open letter from Carbon Market Watch and other NGOs to Scandinavian Airlines arguing that industrial gas offset credits, specifically HFC-23 and N2O from adipic acid projects, lack environmental integrity and undermine EU climate objectives. The authors highlight that a ban on these credits in the EU ETS takes effect on 1 May 2013 and argue that airline operators should not benefit from the postponement of this ban given the known environmental issues associated with these projects.

Carbon Market Watch and a coalition of environmental organisations call on Vueling Airlines to reject industrial gas offset credits, arguing that such credits lack environmental integrity and undermine the EU Emissions Trading Scheme (EU ETS). The letter highlights a January 2011 decision by EU Member States to ban HFC-23 and N2O from adipic acid abatement projects from the EU ETS, effective 1 May 2013. The authors contend that these credits do not represent real emissions reductions, offer no sustainable development benefits, and undermine the Montreal Protocol and EU climate objectives.

The document argues that Ontario should implement a unified carbon-pricing scheme, specifically a cap-and-trade system, to preempt federal sector-by-sector regulations and ensure cost-effective mitigation. Using economic modelling, the authors suggest that full compliance flexibility—including offsets and potential linking with the Western Climate Initiative (WCI)—could reduce compliance costs to below $15 per tonne by 2020. The brief cautions against overcompensating firms through free permit allocations, particularly in the electricity sector, to avoid windfall profits, and suggests a 25,000 tonne coverage threshold to align with California and Quebec systems.

The document discusses the tension between the EU's unilateral inclusion of international aviation in its Emissions Trading Scheme (EU ETS) and the need for a global agreement via ICAO. It warns against the use of low-quality offset credits, specifically industrial gas offsets and non-additional CDM credits, arguing that any global mechanism must prioritize real, permanent, and verified emissions reductions over supplementary offsets.