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The analysis examines sectoral GHG emissions per capita from 2000 to 2019 across 180 countries. It finds that while energy supply, buildings, and agriculture emissions per capita have decreased in over half of the countries, transport and industry emissions per capita have increased in more than half. Road transport is identified as a particular laggard, with per capita emissions increasing in nearly two-thirds of the countries.

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 examines the fragmented state of Green Public Procurement (GPP) within the EU and proposes recommendations to leverage public purchasing power for decarbonization. Focusing on the construction and road transport sectors—which each account for approximately 12% of government procurement GHG emissions globally—the study analyzes case studies from eight EU Member States to identify best practices for meeting the EU's goal of a 55% reduction in GHG emissions by 2030.

The document examines the gap between EU Green Public Procurement (GPP) targets and actual implementation in eight Member States. It identifies systemic barriers—including fragmented governance, lack of standardized data, and limited procurement officer capacity—while highlighting successful local and national initiatives in Sweden, France, Germany, and others. The brief argues that the EU must harmonize reporting, institute mandatory requirements for high-emitting sectors, and provide better technical support to leverage public spending for climate goals.

The report finds that Green Public Procurement (GPP) in the EU is characterized by a fragmented approach with few binding requirements and significant gaps between national climate targets and actual procurement practices. While some regions like Catalonia and cities like Berlin show high ambition, most Member States rely on voluntary guidelines. The construction and road transport sectors are highlighted as high-impact areas where GPP could drive decarbonization, yet implementation is hindered by a lack of standardized data, insufficient capacity and time for procurement officers, and a lack of mandatory EU-level criteria. The report recommends harmonizing GPP definitions, introducing mandatory carbon criteria, and expanding the scope of EU Directives to include embedded emissions.

The document analyzes global oil demand scenarios from the IEA and CER, concluding that structural shifts in road transport and increasing climate policies will lead to a permanent decline in oil demand starting before 2030. It highlights that while road transport is the primary driver, other sectors like plastics, aviation, and shipping will also contribute to demand destruction in the medium term, creating a shrinking market for Canadian oil producers.

The document assesses the state of green public procurement (GPP) in Estonia and Poland, highlighting that while both countries recognize the potential for GPP to reduce emissions in road transport and construction, implementation is hindered by a lack of mandatory requirements, insufficient procurer knowledge, and inadequate monitoring. It details national targets, governance structures, and the role of EU directives in shaping procurement practices in both Member States.

The document analyzes green public procurement (GPP) in Sweden and the Netherlands, focusing on the high-emission road transport and construction sectors. While both countries utilize GPP, the Netherlands employs more centralized, nationally developed tools and databases, whereas Sweden's approach is more decentralized. Key barriers in both nations include a lack of human resources, insufficient contract follow-up, and a need for better public-private dialogue. The briefing suggests that while GPP is widely practiced, more systematic implementation and standardized data reporting are required to meet national and EU climate objectives.

The document examines the social implications of the European Commission's 'Fit for 55' package, specifically the introduction of carbon pricing for road transport and buildings (ETS2). It highlights the proposed EUR 72 billion Social Climate Fund (2025-2032) designed to provide income support to vulnerable households and fund emission-reduction measures to ensure public acceptance and a fair transition away from fossil fuels.

The document examines the socio-economic risks associated with the EU's 'Fit for 55' package, specifically the introduction of ETS2. It argues that carbon pricing alone is insufficient to drive decarbonization and may disproportionately affect low-income rural households. While the Social Climate Fund provides a mechanism for compensation and investment, the authors suggest a broader approach including digitalization, subnational capacity building, and structural inequality reforms is necessary for a fair transition.

The document details a series of European Commission proposals to meet 'Fit for 55' objectives, including stricter CO2 standards for vehicles, the creation of a Carbon Border Adjustment Mechanism (CBAM), and revisions to the EU Emissions Trading System (EU ETS) and Effort Sharing Regulation (ESR). It also describes the Social Climate Fund (SCF) to mitigate social impacts of emissions trading in buildings and transport, and updated LULUCF targets for carbon removals. Finally, it explains the EU's co-decision legislative process involving the Commission, Parliament, and Council.

Carbon Market Watch outlines recommendations for the EU ETS II, emphasizing that emission allowances should be auctioned rather than allocated for free to ensure the 'polluter pays' principle. The author argues that the estimated annual average revenue of €47 billion (2026-2030) should be recycled into socially fair compensation schemes for energy efficiency and renewable energy to protect low-income households. Additionally, the document asserts that carbon pricing must be complemented by regulatory frameworks, such as vehicle emission standards and energy performance requirements for buildings, as pricing alone is insufficient to drive full decarbonization.

The report analyzes urban greenhouse gas emissions, focusing on the transportation and built environment sectors. It evaluates the annual emissions reduction potential of various efficiency-based technologies—such as electric vehicles, LED street lighting, and building retrofits—and explores carbon removal strategies, including artificial technologies and nature-based solutions. The analysis provides a baseline for both global and Swedish emissions to guide municipal policymakers in selecting high-impact decarbonization strategies.

The document details discussions within the TRAN committee on two key legislative files: the AFIR and RED II. For AFIR, members debated the inadequacy of previous charging station targets, the need for higher power outputs, and the role of LNG in heavy-duty transport. Regarding RED II, the committee discussed increasing the renewable energy share to 40% by 2030, the controversial inclusion of low-carbon fuels, and the prioritization of electrification for road transport versus synthetic fuels for aviation and maritime sectors.

The document details EU member state reactions to the proposed extension of the Emission Trading System (ETS) to road transport and buildings (RTB). While many delegations support the measure to meet the -55% emission target by 2030, significant concerns persist regarding socio-economic impacts on vulnerable groups, the sufficiency of the Social Climate Fund (SCF), and the timing of implementation. The briefing also notes discussions on the Effort Sharing Regulation, LULUCF targets, and CO2 standards for vehicles.

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 author contends that the proposed ETS2 for buildings and road transport risks exacerbating energy poverty and failing to drive decarbonization unless it is accompanied by complementary policies to remove renovation barriers and a reform of the current ETS to eliminate free allowances for heavy industry.

The briefing finds that sectoral pledges on methane, coal, transport, and deforestation could close the 2030 emissions gap by approximately 9% (2.2 GtCO2e), though global emissions would still remain nearly twice as high as necessary for a 1.5°C pathway. The Global Methane Pledge and the Glasgow Leaders’ Declaration on Forests and Land Use offer the highest likely impacts, while the coal and electric vehicle initiatives provide minimal additional reductions due to limited signatory participation or delayed phase-out timelines.

The report evaluates three emissions reduction pathways for EU heavy-duty vehicles, concluding that a combination of electrification, energy efficiency, and biofuels is necessary to reach ambitious targets. While the EU's 'Fit for 55' plan suggests a modest 4% reduction by 2030, a linear path to net-zero by 2050 would require a 35% reduction by 2030. The authors estimate that combining all available measures—including a 50% electric share of new truck registrations—would yield a 24% reduction by 2030, still falling short of the most aggressive linear pathway.

The document argues that expanding the Ultra Low Emission Zone (ULEZ) is essential to combat illegal nitrogen dioxide (NO2) levels in London, which are nearly twice the legal limit. It details the expansion's scope, the specific vehicle emission standards required to avoid charges, and the projected health benefits, including the avoidance of 250,000 new cases of air pollution-related disease. The guide highlights that road transport, particularly diesel cars, is the primary source of NO2 pollution and emphasizes that low-income and minority communities are disproportionately affected by poor air quality. It also advocates for further measures, such as expanding the ULEZ to all of Greater London and adopting stricter World Health Organization (WHO) guidelines for particulate matter (PM2.5).