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The document describes renewable natural gas (RNG) as a carbon-neutral fuel derived from biomass, landfills, and wastewater treatment. It asserts that RNG is a versatile resource available in every US state, capable of meeting 4-10% of natural gas demand and reducing greenhouse gas emissions by up to 146 million tons of CO2 annually. The briefing emphasizes that RNG is compatible with existing pipeline infrastructure and could create up to 250,000 jobs, while advocating for its inclusion in the federal investment tax credit to ensure a level playing field with other renewables.

EcoBodaa is a Kenyan tech startup developing electric motorcycles tailored for the local market to replace petrol-powered bikes. Supported by Persistent Energy, the company has developed bikes with localized battery configurations and GPS systems, achieving maintenance costs up to 80% lower than petrol alternatives. While the company has struggled to recruit women as riders, it has appointed five women to leadership roles. EcoBodaa utilizes a rent-to-own model and an energy micropayment system to improve financial accessibility, and it is now 90% ready for scaling after selling 37 units.

SolarTaxi is a Ghanaian electric vehicle manufacturer founded in 2018 that designs, assembles, and leases low-cost solar-powered two-wheel and four-wheel vehicles. By utilizing an assembly plant in Accra with a mix of imported and local components, the company has achieved a 40% cost reduction, making its vehicles price-competitive with used foreign imports. The business has created over 100 full-time jobs and maintains a workforce where 70% are engineers, 90% of whom are women. SolarTaxi provides training through a driver academy and has secured contracts to supply solar electric buses to Burkina Faso and Cote d’Ivoire. Its vehicles are currently used for deliveries by companies such as Jumia and Bolt in Accra.

The study identifies a significant gap between the high demand for green financing driven by Morocco's Nationally Determined Contributions (NDC) and the limited supply of dedicated instruments for SMEs. While sectors like industry and agriculture are well-served by credit lines, others such as transport, water, and construction remain underserved. The report recommends enhancing the regulatory framework, implementing a green taxonomy, and developing new instruments such as a dedicated green guarantee mechanism or an equity fund to support the transition to a green economy.

The Green Climate Fund's Accreditation Panel recommends the accreditation of Applicant 011 (APL011) for large-scale projects and high environmental and social risk categories. APL011, a regional financial institution in Latin America and the Caribbean, met basic and specialized fiduciary standards, including on-lending and grant allocation. While it substantially meets environmental and social safeguard (ESS) requirements, accreditation is conditional upon the finalization of its consolidated blueprint for E&S management and alignment of its performance standard 2 with the Fund's ESS. The applicant also demonstrated consistency with the Fund's gender policy, despite lacking a track record in gender and climate change.

The Green Climate Fund (GCF) Accreditation Panel assessed PROPARCO, a subsidiary of Agence Française de Développement (AFD), for international access to climate finance. The assessment found that PROPARCO meets most fiduciary and gender policy standards and is capable of managing high-risk environmental and social projects, provided it implements a formal external complaint mechanism. While PROPARCO demonstrated a strong track record in loans and equity, it only partially demonstrated its capacity for guarantee operations, leading to a conditional recommendation for accreditation.

The document outlines the criteria and technical guidelines for cities to access the Green Climate Fund's Simplified Approval Process (SAP). It defines eligible 'secondary cities' as those with populations between 1 and 3 million, emphasizing the need for integrated, cross-sectoral approaches to decarbonization and resilience. The guide details eligible sectors—including energy, building efficiency, mobility, urban planning, adaptation, circular economy, waste management, and water/sanitation—while explicitly excluding new construction projects for housing, roads, or rapid transit systems. It provides a framework for measuring impact using quantitative indicators and offers three project scenarios: LED street lighting, district cooling networks, and integrated waste management.

The document outlines the technical requirements and eligible sectors for urban projects seeking funding through the Green Climate Fund's Simplified Approval Process (SAP). It defines eligible 'secondary cities' as those with populations between 1 and 3 million inhabitants and identifies key sectors for intervention, including energy decarbonization, building efficiency, mobility, and waste management. The guide emphasizes a multisectoral, integrated approach to achieve a 'paradigm shift' away from carbon-intensive urbanization, providing specific indicators for measuring impact and examples of activities that do and do not qualify for the SAP.

The document presents data on Cape Town's green energy sector, identifying 184 energy companies across various specializations and sizes, contributing R14.7B in annual revenue and employing 11,368 people.

The document presents a data-driven overview of Cape Town's green sectors, highlighting a total of 600 assessed companies. It breaks down the energy, water, and waste industries by company size and function, while detailing municipal budget figures and investments in green infrastructure, including the Atlantis Special Economic Zone for Green Technologies.

The document presents data on 600 companies in Cape Town's green sectors, highlighting that the majority are micro-enterprises and that the sector contributes R312 billion to the city's total GDP.

The report argues that South Africa can transition its mobility sector to zero-emission vehicles by leveraging the Atlantis Special Economic Zone (ASEZ) to attract EV assembly and component manufacturing. It highlights a strategic opportunity in public transport, noting a potential market of 350,000 minibus taxis and 65,000 buses. The document identifies high import taxes (at least 42% for EVs) as a barrier to uptake that local manufacturing at the ASEZ could overcome. It recommends targeting global OEMs like Tesla and BYD, as well as local startups like MellowVans and Green Riders, while emphasizing the need to localize the production of lithium-ion battery cells and semi-conductors to secure the value chain.

The document details a proof of concept (POC) conducted by Octotel and KepuGas in Cape Town to evaluate LPG as an alternative fuel for light delivery vehicles. Testing on a Nissan NP200 and a Fiat Fiorino demonstrated significant cost savings (between 39.8% and 44.2%) and a reduction in emissions, specifically an estimated 22% decrease in CO2 and 68% decrease in NOx compared to petrol. The study highlights LPG's potential as a transition fuel toward full decarbonisation, noting its safety, lower maintenance costs due to reduced carbon build-up, and the ability for fleet owners to claim VAT.

The authors argue that European transport policies are outdated because they assume a permanent increase in driving and flying. They suggest that the convergence of new technologies—such as autonomous vehicles, 3D printing, and shared mobility—offers a choice between a 'transport heaven' of reduced congestion and greenery, or a 'transport hell' of increased vehicle kilometers and pollution. The text advocates for a European-wide strategy that prioritizes 'mobility' (satisfying needs without necessarily changing location) over 'transport' (the physical movement of vehicles), citing the Netherlands' transition to cycling as a model for urban transformation.

The report examines the role of South-South and Triangular Cooperation (SSTC) in fostering sustainable urban development and climate resilience in the Global South. It highlights the importance of the New Urban Agenda and the 2030 Agenda, arguing that traditional North-South cooperation is insufficient. Through various case studies from Africa, Asia, and Latin America, the document demonstrates how cities share knowledge on green transportation, water management, and urban planning. Key examples include Shenzhen's carbon trading, India's water resilience efforts, and Mexico City's green bonds. The report concludes that while cities are critical to the 'climate battle,' they often face institutional and financial barriers that SSTC can help overcome through peer-to-peer learning and innovative financing.

The document outlines Spain's energy taxation system, primarily governed by the Hydrocarbon Tax (IEH) and the Special Tax on Coal, which are aligned with EU Directive 2003/96/EC. It details various tax subsidies, including reduced rates and exemptions for diesel in agriculture, professional transport, and aviation. To transition away from fossil fuels, Spain has implemented Law 7/2021, which prohibits new hydrocarbon exploration and mandates that new tax benefits for fossil fuels be justified by social or economic interest. The report also lists support mechanisms for renewables, such as the Recovery, Transformation and Resilience Plan and the PERTE ERHA, aimed at promoting green hydrogen, storage, and energy efficiency.

The SAVi assessment of a proposed Public Bicycle Sharing (PBS) system in Dwarka, New Delhi, demonstrates that while the project may show negative conventional financial results, the integration of social and environmental externalities creates a strong positive business case. Across three demand scenarios, the system is projected to generate significant net benefits, with discounted net benefits over 20 years ranging from INR 3.14 billion to INR 4.82 billion. The largest benefits are derived from time saved, increased retail revenues, and higher property values, which outweigh the primary negative externality of increased cyclist exposure to air pollution.

The report evaluates three mobility scenarios for Indonesia using the Sustainable Asset Valuation (SAVi) methodology. Scenario 1 focuses on public transport and non-motorized transport; Scenario 2 focuses on private vehicle electrification; and Scenario 3 combines both. While Scenario 2 offers the highest benefit-cost ratio (BCR) due to lower investment costs, Scenario 3 provides the greatest overall societal benefit, with cumulative discounted benefits of USD 450.1 billion by 2050 and a societal BCR of 4.93. The analysis emphasizes that decarbonizing the energy supply is essential for transport decarbonization and that integrating health and safety externalities into cost-benefit analyses reveals the true investment worthiness of sustainable transport.

The document advocates for a shift from car-centric urban development to "complete communities" to reduce energy demand and emissions. It highlights that investing in walking, cycling, and transit infrastructure in Winnipeg offers a high economic return, while noting that planners face barriers such as NIMBY opposition and budget constraints. It also emphasizes the need for urban planning to incorporate Indigenous perspectives and climate adaptation strategies like green infrastructure.

The report assesses the application of the Clean Development Mechanism (CDM) to Chile's transportation sector through three case studies: bus technology switching, bicycle initiatives, and location efficiency. It finds that the current project-based CDM framework is poorly suited for transportation due to the fragmented nature of emissions sources and the complexity of quantifying demand-side reductions. The authors argue that for the CDM to be effective post-2012, it must shift toward policy-based or sectoral approaches that can accommodate system-wide changes in travel behavior and land use.