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The report finds that passenger vehicles manufactured before 2004, while representing only 19% of California's fleet, produce the vast majority of nitrogen oxides and reactive organic gases, contributing to PM2.5 pollution. This pollution disproportionately affects Black and Latino Californians and low-income households, particularly in Southern California and Los Angeles County. The authors recommend prioritizing vehicle replacement incentives for these priority populations and expanding transportation solutions beyond private car ownership.

The document examines the limitations of traditional gender-blind cost-benefit analyses (CBAs) in transport planning and proposes a framework for integrating gender-disaggregated data and qualitative dynamics. Using a case study of a Non-Motorized Transport (NMT) plan in Coimbatore, India, it demonstrates how gender-sensitive mapping can reveal links between infrastructure, women's time poverty, and access to education. The author recommends that planners identify gender-specific dynamics via causal loop diagrams, improve the collection of disaggregated data, and monetize gender-specific outcomes to ensure investments do not inadvertently reinforce existing inequalities.

The International Institute for Sustainable Development (IISD) views Canada's 2023 federal budget as a significant step toward a net-zero economy, noting billions for clean energy and CAD 800 million for freshwater protection. However, the IISD warns that the budget maintains loopholes for fossil fuels, specifically through carbon capture and storage (CCS) funding and the inclusion of abated natural gas in clean electricity tax credits, which may undermine commitments to end inefficient fossil fuel subsidies.

The report examines the challenges facing Nigeria's energy transition, noting that economic crises and security issues have marginalised climate action in political discourse. It suggests that the government can drive renewable energy adoption by reinstating VAT and import duty exemptions for solar components and by completing the Presidential Power Initiative to improve grid stability. The author argues for a realistic energy vision that avoids suboptimal pathways and leverages existing agricultural networks for climate-smart interventions.

The document argues that EU and UK governments have failed to protect public health by not holding auto manufacturers accountable for illegal defeat devices. It proposes three main pillars of action: identifying and correcting the use of these devices through manufacturer-funded retrofits, establishing a 'Dieselgate Clean Up Fund' paid for by industry to accelerate the transition to zero-emission vehicles, and adopting more robust clean air laws and emissions standards, including an ambitious Euro 7 standard and a phase-out of new petrol and diesel vehicles by 2030 for cars and vans.

The report finds broad support among registered U.S. voters for clean energy research, tax rebates for energy efficiency, and conservation policies, though views on offshore drilling and the Inflation Reduction Act of 2022 vary by political affiliation. While many voters believe corporations and government should do more to address global warming, few have engaged in significant political action in the past year, and only 11% believe the U.S. government is responding well to the issue.

A survey of 861 registered U.S. voters in Spring 2023 reveals broad support for clean energy research, tax rebates for energy efficiency, and local climate-friendly infrastructure. While 71% support the Inflation Reduction Act of 2022 after reading a description, only 11% believe the U.S. government is responding well to global warming. There is a significant gap between the willingness of voters to take political action and their actual engagement over the past year.

The Institute for Economic Justice (IEJ) and Climate Finance for Equitable Transitions (CLiFT) argue that the JET-IP's strategy of 'de-risking' private finance is insufficient to mobilise the required R1.5 trillion and exposes South Africa to significant fiscal, legal, and social risks. The authors contend that the plan fails to meet National Determined Contributions (NDCs) due to an over-reliance on private renewable energy and a lack of investment in public transport and energy efficiency. They recommend shifting to a 'rights-based' governance framework and an 'allocative credit policy' that prioritises public investment, local manufacturing, and comprehensive social protections for workers and communities.

The document asserts that the current cost of living crisis is driven by fossil fuel price volatility, particularly natural gas, rather than the costs of net-zero policies. It identifies that poorer households are disproportionately affected by energy poverty and argues that short-term government subsidies are insufficient. The briefing proposes that expanding renewable energy capacity, implementing building energy efficiency retrofits, installing heat pumps, and electrifying transport can lower energy bills, reduce market volatility, and enhance energy security.

Paris has implemented a '15-Minute City' strategy to reduce car dependency and air pollution by ensuring residents can access essential services within 15 minutes via walking, cycling, or public transport. Key initiatives include converting the Seine's riverbanks into a car-free park, expanding cycling infrastructure to over 1,000 kilometers, and opening school yards as community hubs. The program also emphasizes participatory governance, including a 75 million euro participatory budget. This model of 'chrono-urbanism' has since been adopted by other global cities such as Melbourne, Ottawa, and Shanghai.

The document examines various European initiatives to reduce public transport costs, ranging from temporary low-cost summer passes to permanent free transit. While these measures can alleviate financial pressure on citizens and reduce pollution, the author argues that price reductions alone are insufficient; sustainable mobility requires improved accessibility, simplified tariff systems, and strategic public investment funded by mechanisms like congestion charges or corporate taxes.

The report evaluates three emissions scenarios for the Genesee-Finger Lakes Region: an existing policy scenario, a low ambition scenario, and a high ambition scenario. It finds that while the high ambition scenario can meet the 2030 intermediate target of the CLCPA, none of the current scenarios are sufficient to meet the 85% reduction goal by 2050. Key challenges include high emissions from enteric fermentation in dairy cows and methane leakage from large landfills. The analysis emphasizes the need for a carbon-free grid, electrification of transport and heating, and enhanced agricultural manure management.

The Canadian Climate Institute outlines a path for Canada to meet its 2030 emission targets, emphasizing the need for a strict oil and gas emissions cap, a clean electricity framework by 2035, and improved carbon pricing certainty via carbon contracts for difference. It notes that these domestic efforts are supported by global trends, such as the EU's Green Deal and the US Inflation Reduction Act, and calls for increased leadership from provinces, territories, and Indigenous governments to ensure a successful energy transition and climate adaptation.

The report details a co-creation process between Kalmar municipality and the Stockholm Environment Institute to align a new mobility strategy with the Agenda 2030 goals. The strategy aims for a transport mode split of 60% walking, cycling, and public transport and 40% cars by 2035. Analysis indicates strong positive impacts on public health and sustainable cities, though risks include social polarization among car-dependent groups and potential conflicts over land use for biodiversity. Key recommendations include implementing '15-minute city' planning, enhancing fossil-free maritime transport, and using life-cycle analyses in procurement.

The report examines the impact of housing commodification in European cities, contrasting the neoliberal policies of the UK and Germany with the social housing models of Vienna, France, and Barcelona. It highlights how public investment and political commitment to housing as a human right, rather than a market asset, lead to lower rent burdens and better urban quality of life.

The Agenda 2030 Compass is a tool developed by the Stockholm Environment Institute, Jernkontoret, the MIT Center for Collective Intelligence, and Swedwise to help decision-makers evaluate how investments, policies, or products affect the SDGs. It consists of a Context Mapper, which identifies potential SDG interactions based on local factors like socio-economic conditions and energy mix, and a Strategy Analyser, a workshop-based process used to score direct impacts and identify indirect synergies and trade-offs. The tool was pilot-tested in four Swedish case studies involving electric scooters, smart energy housing, urban mobility, and regional innovation strategies.

The document analyzes 142 NDCs, finding that while 100 mention public transport, only 26 set specific targets. It argues that public transport is essential for limiting global warming to 1.5C by reducing private vehicle use and electrifying bus fleets. The authors identify five key implementation areas: funding for infrastructure and operations, 100% transition to electric buses, adaptation and resilience measures, broader sustainable urban transport planning, and cross-sectoral coordination.

The Union of Concerned Scientists finds that the United States can achieve a 98 percent reduction in transportation emissions by 2050 through rapid vehicle electrification, strengthened efficiency standards, and a transition to renewable electricity. The proposed 'Core scenario' involves ending sales of passenger cars and light trucks by 2035 and medium- and heavy-duty trucks by 2040, reducing liquid fuel use by 84 percent by midcentury. These pathways are deemed economically viable, with net energy costs estimated at less than 1 percent of GDP. The report emphasizes that this transition must be coupled with a power grid shift to 97 percent zero-carbon sources by 2050 and a focus on environmental justice for overburdened communities.

The report argues that the US can achieve a 98% reduction in transportation CO2 emissions by 2050 through a combination of rapid vehicle electrification, improved energy efficiency, and the use of low-carbon liquid fuels for hard-to-decarbonize sectors. It presents a 'Core' scenario where all new light-duty vehicles are zero-emission by 2035 and medium- and heavy-duty vehicles by 2040. The analysis emphasizes that while technological shifts are necessary, a truly equitable transition requires behavioral changes to reduce overall energy demand, such as increased use of public transit and active transportation. The report concludes that these pathways are economically viable, with net costs of less than 1% of GDP, and would yield significant public health and climate benefits.

The E-Mobility Program for Sustainable Cities in Latin America and the Caribbean is a 450 million USD initiative (200 million USD from GCF) designed to accelerate the transition to commercial electric vehicles (EVs) and enhance the climate resilience of urban transport systems. The program focuses on high-utilization commercial vehicles, including buses, taxis, trucks, and vessels, while excluding private passenger cars. It integrates EV deployment with sustainable urban mobility measures, such as cycle lanes and pedestrianization, and explores advanced technologies like green hydrogen and vehicle-to-grid (V2G) systems to improve grid stability. The program targets nine countries: Barbados, Chile, Colombia, Costa Rica, Dominican Republic, Jamaica, Panama, Paraguay, and Uruguay. Key goals include reducing GHG emissions by 7.55 million tCO2e and benefiting approximately 8.9 million people through adaptation measures.