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The document details Spain's energy taxation framework, highlighting specific tax reductions and exemptions for fossil fuels in agriculture, transport, and industry. It outlines the transition toward climate neutrality by 2050 through the prohibition of new hydrocarbon exploration and the promotion of renewable gases and energy efficiency programs funded via the Recovery, Transformation and Resilience Plan.

The SAVi assessment of Bogota's Sustainable Transport Strategy—comprising the TransMilenio BRT, non-motorized transport (NMT) infrastructure, and the under-construction Metro de Bogota MRT—indicates a cumulative discounted net benefit of USD 12,237 million. While a traditional benefit-cost ratio (BCR) of 0.6 suggests the project is not economically viable based only on tangible costs and revenues, the sustainable BCR (S-BCR) is 4.5 when accounting for wider externalities. The largest added benefit is increased retail revenues around stations (USD 5,941 million), followed by health benefits (USD 2,177 million) and increased property values (USD 1,895 million). The MRT system alone represents an investment of USD 5 billion and is expected to serve 1.05 million passengers daily by 2030.

The guide outlines NRK's ambition to integrate environmental considerations into all production decisions, drawing on international experience from organizations like Albert. It identifies transport, energy consumption, and material use as primary areas for reduction, offering specific tactics such as choosing local locations, using LED lighting, and implementing reuse plans for sets and props. The document emphasizes the need for a designated environmental lead for each production and suggests using carbon calculators to identify the most significant impacts.

The South African Durban Youth and Children’s Protocol is a statement negotiated and agreed upon by South African youth and children during the 17th Conference of the Parties to the United Nations Framework Convention on Climate Change (COP 17) in November 2011. The document outlines recommendations for the global community, African peers, the South African national government, and youth themselves to address climate change and environmental sustainability.

The paper finds that while Senegal has made progress in renewable energy and direct access to climate finance, its overall NDC implementation is unsatisfactory. Key obstacles include a significant funding gap, the lack of a national measurement, reporting, and verification (MRV) system, and a strategic shift toward oil and gas exploitation that threatens carbon-reduction goals.

Ghana is utilizing the SNAP initiative to develop a national plan for mitigating short-lived climate pollutants (SLCPs), integrating these efforts into its National Determined Contributions (NDCs) and the Ghana Shared Growth and Development Agenda. The Ghana EPA is employing the LEAP-IBC model to calculate emissions and benefits across both energy and non-energy sectors. Key sectoral actions include the potential implementation of Euro-benchmarked emission standards for transport, the distribution of 200,000 solar lanterns to replace kerosene, and a Green Cooling Programme to replace high-GWP HFC air conditioners. To support these goals, the Ministry of Finance has established a climate change unit as the National Designated Authority for the Green Climate Fund.

The document examines the role of Swedish municipalities in promoting sustainable consumption, finding that while over 60% work systematically on the issue, they are hindered by limited financial resources, staff capacity, and a lack of clear national guidance. It highlights the potential of sustainable procurement and data-driven monitoring, while recommending stronger national coordination and long-term local action plans.

The European Green Office (EGO) Handbook serves as a guide for transforming offices into sustainable spaces through a 'light' Environmental Management System (EMS). It outlines a Plan-Do-Check-Act cycle involving top-level commitment, the appointment of a Green Office coordinator, and the monitoring of environmental performance indicators. The document provides detailed technical and behavioral advice across several domains: energy efficiency (lighting and HVAC), sustainable procurement (prioritizing local and Fairtrade products), resource reduction (minimizing paper and water use), waste management (following the waste hierarchy), and the creation of a healthy indoor environment. It also addresses social responsibility, including work-life balance and inclusive employment, and provides a detailed checklist and data requirements for an Office Ecological Footprint Calculator.

The document outlines the consultation process for the Strategic Environmental Assessment (SEA) program of Estonia's Transport and Mobility Development Plan 2021–2030. It details specific requests from the Environmental Board, Ministry of the Environment, and other bodies to include assessments of climate change impacts (floods and storms), air pollution (PM10 and PM2.5), and the cumulative effects of transport projects. The program was updated to include the Estonian Maritime Strategy, Natura 2000 assessment procedures, and the 'blue network' in its scope, while clarifying that the development plan remains a high-level strategic document rather than a detailed action plan.

The report analyzes 40 low-carbon interventions in Mexico's electric power, oil and gas, energy end-use, transport, and agriculture and forestry sectors. It finds that implementing these measures could stabilize emissions at 2008 levels by 2030, avoiding approximately 477 Mt CO2e relative to a baseline scenario. Many of these interventions are 'no-regrets' options with positive economic returns, though their scale-up is hindered by institutional, regulatory, and financial barriers.

The paper argues that incremental improvements are insufficient to address the unsustainability of current road transport, which is locked into a regime of oil and car dependence. Using a multi-level perspective, the authors identify three 'niches' for radical innovation: novel vehicle/fuel technologies (Niche 1), a shift from product ownership to mobility services (Niche 2), and post-industrial lifestyles that reduce overall travel demand (Niche 3). In Sweden, Niche 1 is seen as reaching a 'take-off' phase, particularly with biofuels and hybrids, supported by a history of niche experiments and targeted policies. In the UK, the transition is slower and more 'technology push' driven, though congestion charging in London is highlighted as a successful intervention. The authors conclude that a sustainable future requires the co-evolution and 'niche-accumulation' of all three pathways, as technology alone cannot solve social issues like congestion or obesity, nor can it fully mitigate climate change without demand reduction.

The document analyzes how the COVID-19 pandemic exposed structural vulnerabilities in Colombia's agricultural supply chains, particularly in transport infrastructure and commercialization for small producers. It argues that recovery should prioritize diversifying transport modes (rail and river), enhancing cold chain logistics, promoting short supply circuits, and implementing a national digital information system to improve transparency and climate resilience.

The research examines the challenges of impact-driven investing in new mobility enterprises in Kampala and Hyderabad. It identifies systemic barriers, including regulatory risks, entrenched stakeholders, and the difficulty of quantifying transport-related impacts due to the sector's indirect role in other development areas. The paper argues that successful impact investing requires stakeholders to understand market and institutional barriers and commit to supportive partnerships.

The paper analyzes global transport infrastructure requirements, finding that a low-carbon 2°C scenario requires an annual investment of $2 trillion, which is more affordable than a 4°C scenario ($2.3 trillion) and falls within current global investment flows of $1.4 trillion to $2.1 trillion. It argues that achieving this pathway depends on policymakers and development banks shifting investment portfolios toward sustainable transport modes.

The document advocates for the implementation of high-quality, safe 'pop-up' bike lanes to support the surge in cycling during the pandemic. It emphasizes that temporary measures must not compromise safety standards, as poor design increases risks for cyclists, who account for 3% of global road traffic deaths. The guide aims to help cities integrate these temporary lanes into broader mobility strategies and speed management systems to ensure long-term sustainability and public health.

The document outlines findings from workshops held between August and October 2023 regarding the role of shared mobility in Latin American cities. Experts concluded that services like bike sharing and ride-hailing can support decarbonization if integrated with mass transit and supported by cross-sector collaboration, electric mobility strategies, data-driven policymaking, and formalized regulations.

The paper analyzes 839 transport projects and 14 case studies to identify challenges in securing climate finance for low- and middle-income countries. It finds that road construction dominates funded projects, while resilience and electric mobility are underfunded. Key barriers include inadequate policy frameworks and limited project preparation capacity, with recommendations focusing on de-risking instruments and improved monitoring.

The WRI Ross Center's long-term engagement in Mexico City, beginning in 2002, demonstrates that combining technical expertise with a deep understanding of the local political landscape can drive transformative urban change. A primary example is the 2006 implementation of the Metrobús Bus Rapid Transit (BRT) system. The organization identifies three critical success factors for such urban transformation: trust with city officials, knowledge of the political and institutional ecosystem, and flexible funding and institutional structures. Additionally, collaboration through global initiatives like the Building Efficiency Accelerator has enabled WRI to expand its technical expertise into new sectors such as building efficiency.

WRI management acknowledges the 2012 external review's finding that the institute made important progress on its 2008-2012 Strategic Plan, particularly in establishing in-country presences in China, India, and Brazil. The response outlines achievements in communications, cross-program synergies, and staff diversity, while addressing the need for better integration and visibility for its forest work. Looking forward, WRI aims to balance its role as a 'think tank' and 'do tank,' strengthen its presence in Africa, and more consistently integrate development and poverty concerns into its environmental work.

The World Resources Report (WRR) is being developed around seven working papers focusing on urban issues in the global south, specifically targeting the needs of the lower half of the income distribution to achieve economic prosperity, environmental sustainability, and social equity. The report's framing emphasizes preventing "unsustainable urban lock-in" and addressing the "urbanization of poverty." Key thematic areas include urban expansion, affordable shelter, urban energy services, regional water risk, and sustainable transportation, with a proposed "40:40:40 strategy" for transport mode split by 2040. The project involves a core team and lead authors conducting literature reviews and stakeholder engagement, with planned city-level case studies in Medellín, Surat, and a city in Africa.