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The Commonwealth of Dominica is seeking GCF readiness support to address gaps in its transport sector, which is the country's largest source of greenhouse gas emissions. The proposal outlines a four-step approach: collecting bottom-up transport data and modelling, analyzing low-carbon options (such as electric mobility and low-carbon shipping), formulating a cabinet-endorsed roadmap, and structuring financial instruments to access climate finance. The project aims to help Dominica achieve its Nationally Determined Contribution target of reducing transport emissions by 17% by 2030 relative to 2014 levels, which requires a 40-50% reduction compared to a business-as-usual trajectory. Key deliverables include a transport emission inventory, a low carbon transport roadmap, and a GCF concept note for a specific low-carbon transport project.

The Clean Air Task Force (CATF) supports the House passage of the Clean Economy Jobs and Innovation Act of 2020, asserting that it accelerates progress toward net-zero emissions by 2050. The organization highlights the bill's investment in carbon capture and removal, hydrogen production, advanced nuclear energy, and methane reduction on federal lands as critical for decarbonizing hard-to-abate sectors.

The document advocates for a transition to zero-carbon fuels like hydrogen and ammonia to address the high emissions of the marine shipping sector, which is identified as a "hard to abate" industry. It details production pathways including electrolysis and gas reforming with carbon capture and storage (CCS), and proposes federal policy interventions such as the American Energy Innovation Act of 2020, production tax credits, and the creation of regional fuel hubs to reduce costs and build necessary infrastructure.

The report asserts that 'business as usual' is an unsustainable strategy for industrial sectors, as over 40 percent of annual greenhouse gas emissions originate from energy-intensive industries. It warns that failure to reach net-zero emissions by 2050 threatens the global economy with supply chain disruptions and value destruction for major commodities. The author argues that achieving a 1.5°C pathway requires not only technological shifts—such as the adoption of hydrogen and carbon capture—but also a reduction in the demand for materials like steel, cement, and plastic. The text emphasizes that an orderly transition is preferable to disruptive 'black swan' events and notes a shifting balance of market power away from fossil fuel industries toward climate-aligned corporations.

The CBI Shipping Criteria provide a framework for certifying shipping assets as compatible with a low-carbon economy. Eligibility is primarily based on a vessel's carbon-equivalent intensity remaining below a specific decarbonisation trajectory for its class, reaching zero emissions by 2050. The criteria exclude dedicated fossil fuel carriers and require non-zero-emission ships to provide a Managed Reduction Plan (MRP) detailing future retrofits or fuel switches. While the document outlines adaptation principles, the shipping sector is currently derogated from mandatory resilience requirements due to existing international maritime safety standards.

The author contends that 'technology neutral' policies like the Low Carbon Fuel Standard (LCFS) are insufficient because the transportation sector is not a level playing field; incumbent fuels benefit from existing infrastructure and conversion technologies. To achieve full decarbonization, the author recommends that Congress implement a zero carbon fuel standard with a carbon intensity requirement that declines to zero by mid-century and provide direct support for electricity and hydrogen-based fuels.

The Clean Air Task Force (CATF) supports the European Commission's Hydrogen Strategy, emphasizing the need for a diverse range of low- and zero-carbon production pathways to ensure commercial success and global decarbonization. CATF specifically advocates for the inclusion of fossil hydrogen systems with carbon capture—which can capture over 95% of CO2—and nuclear energy systems with electrolyzers to mitigate the risk of failing to meet renewable energy expansion targets.

The author calls on energy ministers attending the IEA Clean Energy Transitions Summit to allocate global stimulus funds toward a sustainable recovery. The text advocates for the IEA's Sustainable Recovery Plan and specific policy targets, such as phasing out coal by 2040 and ending fossil fuel subsidies by 2025, while highlighting the potential for significant job creation and the growing corporate and public support for a green transition.

The Clean Air Task Force (CATF) supports the European Commission's goal of at least 55% emissions reductions by 2030 and argues that achieving carbon neutrality by mid-century requires a diverse portfolio of advanced technologies beyond wind and solar. CATF recommends optimizing the EU ETS to fund commercial-scale demonstrations of carbon capture and hydrogen, implementing mandatory leak detection and repair for oil and gas systems, and using the EU's purchasing power to pressure major gas suppliers like Russia and Qatar to reduce methane emissions.

Energy Innovation modeled a subset of the U.S. House Select Committee on the Climate Crisis's recommendations, finding that these policies could reduce U.S. greenhouse gas emissions by 40% below 2005 levels by 2030 and 89% by 2050. The analysis projects that net carbon dioxide emissions would reach zero by 2048, avoiding 62,000 premature deaths annually by 2050 and generating approximately $8 trillion in monetized health and climate benefits (at a 3% discount rate). The modeling covers sectors including electricity, transportation, buildings, industry, oil and gas, agriculture, and natural climate solutions, assuming a transition to 100% clean electricity by 2040 and 100% zero-emission vehicle sales for light-duty vehicles by 2035.

A joint letter from various environmental and climate organizations calling on global insurance associations to ensure COVID-19 stimulus packages support a low-carbon transition rather than fossil fuel industries, while urging the insurance sector to end coverage for coal and oil and gas expansion.

The document calls for financial institutions to stop supporting new metallurgical coal mines and to require steel companies to adopt decarbonization targets. It highlights that steel plants in several European countries were among the highest CO2 emitters in 2019 and suggests that hydrogen and electric arc furnaces powered by renewables are viable paths toward decarbonization.

The Canadian Climate Institute asserts that neither halting economic growth nor pausing climate action is a viable strategy for addressing the COVID-19 crisis. It argues that lasting emission reductions require growth-compatible innovation and that Canada's long-term economic interest lies in transitioning to a low-carbon economy to avoid stranded assets and maintain global competitiveness, particularly in the oil and gas sector.

The document argues that climate neutrality in Estonia by 2050 is feasible and likely profitable, provided the government implements early, ambitious investments and supportive regulatory frameworks. Key priorities include decarbonizing the energy supply by shifting away from oil shale, increasing energy efficiency in buildings, industry, and transport, and leveraging natural assets for carbon sequestration in the LULUCF sector. The transition is estimated to cost EUR 17.3 billion between 2021 and 2050, with 76% of funding expected from the private sector. To ensure a just transition, the report emphasizes the need for targeted support in the oil-shale dependent North-East region and workforce retraining.

The policy brief contends that the proposed $1 billion Northeast Supply Enhancement Project (NESE) gas pipeline is incompatible with New York's Climate Leadership and Community Protection Act (CLCPA). It argues that a 'no infrastructure' approach—combining energy efficiency, electrification (specifically heat pumps), and demand response—is a more cost-effective and reliable path to meeting energy needs while reducing emissions. The author asserts that National Grid's cost analysis underestimates the benefits of customer-focused solutions by ignoring air conditioner cost savings, externality costs of pollution, and the long-term savings beyond a 15-year net present value calculation.

The author advocates for the EU to integrate shipping into its carbon market through the EU ETS, combined with a dedicated decarbonization fund and a binding carbon intensity target. While acknowledging that the EU ETS alone is insufficient, the document suggests these combined measures would stimulate innovation and provide a global example for carbon pricing in shipping. The author warns against free pollution permits, offsetting, and funding for fuels that cannot be produced in climate-friendly ways, urging the EU to lead despite the slow pace of the International Maritime Organisation.

The report finds that the EU is proposing or building gas infrastructure worth €99 billion, which would increase import capacity by over 30% despite existing capacity already being nearly double current consumption. This expansion contradicts EU climate goals to reach net-zero emissions by 2050, which require a sharp reduction in fossil gas use. The author highlights that many of these projects, including those on the European Commission's 4th list of Projects of Common Interest (PCI), are unnecessary for energy security and risk becoming stranded assets. Additionally, the report notes that EU gas-fired power plants are currently underutilized compared to global averages and are increasingly uncompetitive against renewable energy portfolios.

The document contends that the 4th PCI list is legally and environmentally flawed, specifically regarding gas projects. It argues that the selection process failed to meet TEN-E Regulation standards for cost-benefit and sustainability assessments. Furthermore, it asserts that investing in natural gas infrastructure creates stranded asset risks and is incompatible with the 1.5°C warming limit of the Paris Agreement and the EU's own Green Deal and climate emergency declaration.

The document analyzes how the falling costs of variable renewable energy (VRE) and batteries impact the bioeconomy. It identifies competitive tensions in ground transport and power generation, where electrification may disrupt biofuel demand or create infrastructure lock-in. Conversely, it highlights complementary roles for biomass in 'hard-to-abate' sectors like aviation, marine transport, and heavy industry (steel and cement), as well as its value as a dispatchable energy source. In low-income countries, the brief suggests 'clean stacking' for cooking and the use of solar-powered appliances to enable bioeconomy value chains. Finally, it notes synergistic opportunities where low-cost renewable electricity can reduce the carbon footprint of biofuel production via electrolysis-based hydrogen.

The report proposes a policy framework to reach U.S. net zero emissions by 2050, projecting an annual abatement of over 6 Gt of emissions and 120,000 lives saved from reduced pollution. It details sector-specific strategies: industrial decarbonization through electrification and hydrogen; transportation via electric and hydrogen vehicle mandates; a 100 percent carbon-free electricity standard by 2050; and an all-electric building sales mandate by 2035.