Search Climate Insights Directory

The report analyzes Estonia's transport energy consumption from 2000–2012, noting a 33% increase driven primarily by road transport, which accounts for approximately 90% of the sector's energy use. It evaluates 24 measures across four categories: vehicle fuel efficiency, sustainable modes of transport, land-use planning, and fiscal measures. Key findings suggest that the highest energy-saving potential lies in shifting to more efficient conventional vehicles (A-B energy classes) and implementing smart fiscal tools like kilometer-based road charges and a Tallinn congestion charge. The report concludes that while electric vehicles have marginal impact in the short term, systemic changes in urban planning and public transport are essential for long-term demand management.

A November 2013 survey of 830 American adults reveals a decline in consumer activism and social discussion regarding global warming since 2011. While a small percentage of the population actively contacts government officials, there is latent potential for civic engagement, particularly if prompted by trusted individuals. The 'Alarmed' segment of the population is significantly more likely to engage in all forms of climate action. Household energy-saving behaviors, such as using compact fluorescent light bulbs, have remained relatively stable over five years.

The authors critique current European economic strategies as failing socially and environmentally, advocating instead for a 'green conversion' of industry. Drawing on the 1970s Lucas Aerospace and LIP factory examples, they propose shifting production from energy-intensive consumption to resilient products through worker-led innovation and democratic work organization. The paper suggests implementing 'Ecological Enterprise Zones' in post-industrial areas of Britain and refocusing EU convergence funding to support circular economies and social ownership, arguing that moving away from corporate profit-driven models is essential for achieving a sustainable, low-energy economy.

The 'HALF THE OIL' plan outlines a pathway for the United States to halve its projected oil use by 2035. The strategy relies on two main pillars: efficiency (improving passenger and commercial vehicles, and retrofitting buildings) and innovation (scaling electric vehicles, cellulosic biofuels, and smart transportation systems). The plan argues that these steps will save billions of dollars, reduce pollution, and establish U.S. leadership in transportation technology.

The U.S. Highway Trust Fund (HTF), which relies on federal fuel taxes that have not been adjusted since 1993, is facing insolvency due to rising costs and declining fuel consumption. The document argues that current funding is insufficient, contributing to a 'D' grade for national infrastructure and an annual funding gap of $112 billion. It evaluates several solutions, including indexing fuel taxes to inflation or construction costs, increasing the per-gallon tax rate, and transitioning to a vehicle miles traveled (VMT) fee to better align costs with infrastructure wear, particularly from heavy trucks.

The U.S. Highway Trust Fund (HTF), which relies on fuel taxes unchanged since 1993, faces insolvency due to rising costs and declining fuel consumption. The document argues that current funding is insufficient to maintain a state of good repair, citing a $112B annual funding gap. It evaluates several solutions, including indexing fuel taxes to inflation, increasing the per-gallon tax rate, implementing vehicle miles traveled (VMT) fees, or shifting to a fuel sales tax, while highlighting the interdependence of highway and transit systems for economic efficiency.

The Transoeste BRT system in Rio de Janeiro has reduced travel times for 65% of riders by at least half and is projected to save 300,000 tons of CO2 annually by 2016. Supported by EMBARQ, the system improves social inclusion for residents in west Rio and is part of a plan to expand the network to 153 km by 2016.

The document identifies critical transport-related issues in sub-Saharan Africa, noting that while the region has less than 3% of global motor vehicles, it accounts for over 11% of global road fatalities. It highlights rising urban air pollution due to fossil fuel use and inadequate emission standards, severe traffic congestion caused by poor infrastructure and land-use policies, and a policy bias toward automobiles that marginalizes vulnerable populations. Additionally, it notes that while Africa has the lowest historical greenhouse gas emissions, they are growing rapidly due to increased fossil-fuel use.

The document examines Bus Rapid Transit (BRT) as a cost-effective, low-carbon alternative to private car-based transport in rapidly growing cities. It details the hardware and software components of BRT, analyzes the value chain and organizational roles (owner, manager, and asset manager), and discusses the political economy challenges, such as resistance from informal transport operators and car owners. The report emphasizes that while BRT is a mature technology, its success depends on local context, institutional capability, and integration with broader transport networks.

The Transition Initiatives (TI) movement, founded by Rob Hopkins in 2006 to address peak oil and climate change, has grown to 2,803 initiatives across 34 countries by 2012. While praised for its positive, bottom-up approach and use of social change psychology, the movement faces significant challenges. Research indicates a lack of social diversity, with participants often being more educated and affluent than the general population. Financial stability is low, with most initiatives relying on small, non-structural grants from local authorities. Furthermore, the document argues that the movement's reliance on local action underestimates the necessity of governmental support and institutional political change to achieve systemic environmental goals.

The Safe Streets Act of 2013 proposes requiring State Departments of Transportation and Metropolitan Planning Organizations (MPOs) to implement 'complete streets' policies that accommodate all road users, including pedestrians, bicyclists, and transit users. The legislation applies to new federally funded road construction and modification projects, provided they are not already substantially underway (at or beyond 30 percent design). It establishes a framework for project exemptions based on cost, usage, or roadway type (such as freeways), and mandates the creation of accessibility standards for pedestrian facilities. Additionally, the act requires the Secretary of Transportation to evaluate compliance, report to Congress, and provide technical guidance and data on non-motorized transportation.

The document examines the environmental and social challenges of transport in sub-Saharan Africa, highlighting the rise in urban air pollution, high road fatality rates, and increasing traffic congestion. It argues that current policies favor automobiles over vulnerable populations and recommends an 'avoid, shift, improve' strategy to reduce greenhouse gas emissions and improve accessibility and safety for all citizens.

The document identifies China's urbanization as a critical factor for global climate change, noting that by 2030, China will have approximately 1 billion urban residents. It argues that the current development pattern of 'single use superblocks served by auto-centric transportation' is unsustainable and leads to congestion and pollution. To counter this, the authors propose six 'ingredients for success': permeable urban form (smaller, mixed-use blocks), transit-centered transportation (prioritizing walking, biking, and Bus Rapid Transit), effective and enforced building codes, municipal finance reform to move away from land-leasing incentives, new sustainability performance metrics for mayors, and a strengthened planning process with increased technical capacity.

The Green Economy Pocketbook advocates for a systemic shift toward a green economy to combat economic instability and environmental decline. It proposes redefining progress through wellbeing indicators, redirecting financial flows via green public procurement and the removal of subsidies, and investing in high-impact sectors like renewable energy and sustainable agriculture. The guide emphasizes a just transition through education and skills training to reduce poverty and inequality, while warning that current resource-intensive growth is unsustainable. It also highlights the growth of Payments for Ecosystem Services (PES) and proposes nine guiding principles for a fair and inclusive green economy.

The study assesses four scenarios for reducing greenhouse gas emissions in Tallinn's bus fleet by 2020, finding that while biodiesel and bioethanol offer the highest emission reductions, they are significantly more expensive per ton of CO2e reduced than other transport or energy sector measures.

The briefing addresses the urgency of improving air quality in China following severe pollution events in Beijing. It argues that while fuel quality standards are a necessary first step, long-term success requires avoiding car-reliant urban development. The author advocates for 'transit-oriented development' characterized by walkable, mixed-use neighborhoods and high-quality public transit, specifically Bus Rapid Transit (BRT), to reduce transportation-related emissions. Additionally, the document highlights the role of energy-efficient building standards in reducing power plant pollution and the benefit of compact cities in preserving natural ecosystems.

A Clean Air Task Force (CATF) study indicates that new CNG buses are not necessarily superior to new diesel buses regarding air quality or climate impact. While CNG buses may have marginally lower particulate matter and volatile organic compound emissions, they can have higher nitrogen oxide and greenhouse gas emissions. Furthermore, the higher purchase price of CNG buses may limit the number of older, high-emitting vehicles retired per dollar of capital funding, potentially resulting in lower fleet-wide emission reductions compared to a diesel fleet update. The climate impact of CNG is heavily dependent on methane leakage rates during production and the choice of Global Warming Potential (GWP) timeframes (GWP20 vs GWP100). Despite these factors, low fuel costs and federal funding structures incentivize transit agencies to choose CNG.

The analysis finds that while CNG buses offer long-term fuel cost savings and lower long-term GHG emissions (GWP100), they have higher upfront costs and higher short-term climate impacts (GWP20) due to fugitive methane emissions. In capital-constrained environments, new diesel buses may provide greater fleet-wide reductions in criteria pollutants because more units can be purchased and older buses retired per dollar spent.

The Obama administration's FY 2013 budget proposal emphasizes an "all of the above" energy strategy, prioritizing renewable energy, energy efficiency, and infrastructure. Key funding increases are directed toward the Department of Energy's Office of Energy Efficiency and Renewable Energy, building technology research, and high-speed rail. The proposal also calls for the elimination of $4 billion in fossil fuel subsidies and a significant investment in surface transportation, funded by savings from reduced overseas military operations.

The briefing outlines the differences between the House bill (H.R. 7) and the Senate bill (S. 1813) regarding funding levels, revenue sources, and priorities for public transit and infrastructure. While the Senate bill is a bipartisan two-year compromise, the House bill is a more divisive five-year proposal that suggests funding infrastructure through oil drilling and pension contribution increases.