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The research paper argues that Africa's infrastructure deficit is a cumulative result of colonial-era designs focused on extraction, post-independence mismanagement, and the impact of 1980s debt crises and Structural Adjustment Programs. It notes that colonial railways shaped current urban locations and that recent investments have often focused on prestige projects or specific corridors funded by external partners like China.

The document analyzes Nigeria's transport sector, which is heavily dependent on fossil fuels and accounts for 24% of national GHG emissions. It evaluates current policies, emerging green initiatives like the P-CNGI and Lagos E-Mobility Project, and provides recommendations for integrating climate action into national transport planning, drawing on lessons from Ethiopia and Kenya.

The document outlines the significance of the U.S. rail network for commerce and passenger travel, noting that rail can help decarbonize transportation by displacing emissions from other modes. It highlights the role of the surface transportation bill in funding rail modernization through electrification, track expansion, and safety improvements.

The paper examines the impact of colonial legacies and rapid urbanisation on African transportation, highlighting the contrast between South Africa's high-cost Gautrain and more inclusive BRT systems like Rea Vaya and MyCiTi. It identifies the dominance of informal paratransit, such as minibuses, as a critical gap in regulation and safety, noting high road fatality rates in Sub-Saharan Africa and Addis Ababa. The author advocates for a holistic approach combining infrastructure, travel subsidies, and the integration of informal networks, while cautioning against unchecked car ownership and conditional foreign aid.

The SAVi assessment of the Tirana–Durres railway in Albania indicates the project is highly profitable, with a benefit-cost ratio of 4.79 and cumulative discounted net benefits of EUR 415.51 million between 2023 and 2053. The primary economic drivers are avoided vehicle operating costs resulting from a shift from road to rail, followed by health benefits from reduced air pollution and increased physical activity, as well as time savings.

The Lobito Corridor is a 1,300 km railway line in Angola, extending into the DRC, designed to transport minerals to the EU and US. While several MoUs have been signed to secure critical raw materials (CRMs) and EV battery value chains, the author argues the project faces significant risks due to China's established supply chains, the TAZARA railway alternative, and the EU and US's lag in EV technology. The paper suggests that the EU and US should move beyond raw material extraction to support comprehensive industrialization across Africa.

The document outlines the technical framework for calculating the Net Zero financing gap, detailing the criteria for climate finance data collection, the sources used for needs assessments, and the regional breakdowns for investment analysis.

The report analyzes the relationship between transport infrastructure and employment in Brazil from 1990 to 2019. Using a 'market access' methodology, it finds that increased connectivity positively impacts employment, particularly in poorer and more isolated regions, thereby potentially reducing regional inequality. The study highlights that tradable sectors, such as agriculture and manufacturing, benefit most from these improvements.

The report examines how the TCU has evolved into a primary instance for the preventive control of socio-environmental risks in federal transport infrastructure concessions. While the TCU provides critical oversight to mitigate risks and ensure legal security, its intervention often occurs too late in the project lifecycle. This tardiness is attributed to a lack of motivated and transparent approval of Technical, Economic, and Environmental Viability Studies (EVTEA) by the Executive branch at the start of the viability phase. The document analyzes four case studies—BR-163/230/MT/PA, the North-South Railway (FNSTC), the Southern Integration Highway (RIS), and Ferrogrão—to illustrate the tensions between the TCU's oversight and the Executive's discretionary power, as well as the systemic failures in viability study quality, often exacerbated by the use of Manifestation of Interest (PMI) procedures.

The Climate Policy Initiative/PUC-Rio analyzed four federal transport projects in Pará—EF-170 Ferrogrão, BR-155/158, BR-163/230/MT/PA, and BR-230—using project life cycle mapping and a market access approach to quantify deforestation risks. The study emphasizes that local governments must engage with federal authorities to mitigate negative impacts, though the window for dialogue varies by project stage: early-stage projects like BR-155/158 offer more opportunities, while implemented projects like BR-163/230/MT/PA and BR-230 require political articulation rather than project-level discussion.

The briefing argues that Brazil's new railroad authorization system, designed to streamline private sector infrastructure grants, lacks the necessary procedural clarity and transparency to ensure adequate socio-environmental oversight. It identifies critical gaps in the requirements for technical studies, the autonomy of the analyzing authority, and the public disclosure of project data, proposing specific amendments to PL no. 261/2018 to mitigate these risks.

The policy brief evaluates the quality and consistency of socio-environmental analyses in federal railway and highway concessions in the Legal Amazon. It finds that these studies often prioritize socio-economic and physical factors over biotic ones, fail to align with international guidelines or sectoral manuals, and frequently do not fully comply with their own terms of reference (TRs). The authors recommend incorporating international guidelines into TRs, making sectoral manuals binding, and establishing transparent approval processes to ensure full compliance.

The policy brief examines 14 federal railway and highway concession projects in the Legal Amazon, finding significant procedural uncertainty and a lack of transparency. It highlights the absence of a mandatory sequence between Technical, Economic, and Environmental Viability Studies (EVTEA) and Environmental Impact Studies (EIA), which delays the identification of socio-environmental risks. Additionally, 57% of key documents for these projects were unavailable, hindering monitoring and investor risk assessment. The authors recommend mandating that EVTEAs precede EIAs and centralizing project data in a transparent database.

The analysis identifies significant potential for hydrogen adoption in Estonia's transport, industrial, energy, and building sectors. Under an ambitious scenario by 2050, Estonia could avoid 2.2 to 4.4 million tonnes of CO2 emissions and create up to 42,432 jobs, requiring total investments between 22.4 and 44.7 billion euros. The report highlights shipping and rail transport as high-potential areas due to technology maturity and high energy demand, while suggesting that ammonia and methanol production could turn Estonia from an importer to an exporter. Achieving these goals would require substantial increases in renewable electricity capacity, potentially doubling current demand projections, and a comprehensive national hydrogen strategy to coordinate regulatory and financial support.

The strategic environmental assessment (SEA) concludes that the Transport and Mobility Development Plan 2021-2035 generally supports environmental goals, though its high level of generality creates uncertainty regarding the actual realization of these benefits. The plan aims to reduce the transport sector's environmental footprint by shifting freight from roads to rail and sea, increasing the share of public and active transport to 55% by 2035, and reducing transport CO2e emissions to 1,750 kt by 2035. Key environmental concerns include the potential for increased car use due to road infrastructure improvements and the impact of new infrastructure on biodiversity and the Natura 2000 network. The report recommends a stricter application of the '4-step principle' for infrastructure investment and the definition of clear priorities to ensure environmental goals are not superseded by demands for road convenience.

The study analyzes mobility in Lääne-Viru County, finding a high reliance on private cars due to sparse settlement patterns. It highlights the importance of rail connections to Tallinn and the need for demand-responsive transport to support an aging population. Key recommendations include improving pedestrian and bicycle infrastructure, integrating different transport modes, and implementing traffic calming measures in residential areas.

The report analyzes pathways for decarbonizing India's transport sector, which is the country's fastest-growing source of carbon emissions. It explores two primary paradigm shifts: scaling up rail transport and the electrification of road transport. The analysis identifies policy-driven interventions—including urban planning, electrification, modal shifts to public transport, and alternative fuels—to determine their mitigation potential compared to a 'Current Policies' scenario. While the report reviews international policy examples to initiate transformation, it does not quantify the international financial support required for these transitions.

The report outlines two primary decarbonisation scenarios for India's transport sector: a 'Rail focused' pathway and a 'Road focused' pathway. Both scenarios emphasise that electrification is essential, aiming for nearly 100% electrification of road fleets by 2050. The Rail focused scenario prioritises a massive modal shift toward public transit and rail freight, which significantly reduces the total number of electric vehicles needed. The Road focused scenario assumes continued growth in private vehicle ownership, relying more heavily on rapid electrification and alternative fuels. The analysis identifies four priority action areas: sustainable urban planning to counter urban sprawl, improving non-motorised and public transport, expanding high-quality railway infrastructure, and electrifying all road vehicle fleets. It concludes that achieving these goals will require substantial international financial support and the adoption of global good-practice policies from regions like China, California, and Europe.

The strategy outlines a comprehensive plan for Bosnia and Herzegovina to transition to a green economy by 2030 and achieve significant emission reductions by 2050. It identifies high vulnerability in agriculture, water management, and forestry due to increasing temperature extremes and erratic precipitation. The document proposes a low-carbon development path focusing on replacing inefficient coal-fired power plants with renewables, improving building energy efficiency, and modernising transport. A total investment of approximately BAM 16.7 billion is estimated for mitigation and BAM 170 million for adaptation by 2030.

The paper evaluates the 2008–09 green stimulus, finding that while it supported GDP and job creation in economies like the US, China, South Korea, and the EU, it failed to create a long-term low-carbon trajectory due to a lack of structural reforms and the persistence of fossil fuel subsidies.