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The study evaluates the Netherlands' progress toward the Paris Agreement's goals across the power, transport, buildings, industry, and agriculture sectors, concluding that while the country leads in electric vehicle sales, it lags in renewable energy supply and requires substantially strengthened climate policy to meet its obligations as a developed nation.

Carbon Market Watch and partners argue that the proposed 30% emission reduction target for the 2021-2030 Effort Sharing Decision (ESD) is insufficient to meet Paris Agreement goals. They warn that specific loopholes—including the use of forest carbon removals, EU ETS surplus allowances, and the carry-over of unused permits—could lead to an additional 4.7 billion tonnes of CO2 emissions. The authors call for a minimum 45% reduction in ESD sectors by 2030, a target of -95% by 2050, and the implementation of an automatic mechanism to accelerate emission cuts every five years based on science and technology.

The Stockholm Environment Institute reviewed 24 climate change mitigation policy databases, finding that while data availability is increasing, it is heavily skewed toward the energy sector and industrialized nations. The analysis reveals significant gaps in information regarding the agricultural sector, sub-Saharan Africa, policy costs, and actual emission savings. Furthermore, the review notes a lack of interactivity and poor linkage between different databases, which limits potential synergies for policy makers.

Carbon Market Watch and a coalition of NGOs advocate for a revised 2030 Effort Sharing Decision (ESD) that aligns with the Paris Agreement. They propose seven key reforms: increasing ambition to reach 95% emission reductions by 2050, implementing 5-yearly review and ratchet-up mechanisms, strengthening governance with annual targets, basing 2021 allowances on actual emission levels, banning the use of EU ETS surplus allowances for ESD compliance, treating carbon removals in a separate LULUCF pillar, and prioritizing energy efficiency through synergies with existing EU legislation.

The briefing highlights research indicating that global sea levels could rise by several meters within 50 to 150 years if emissions grow, potentially submerging major global cities and displacing 20% of the world's population. It emphasizes that these impacts could occur even if the 2 degree C target is met. For Canada, the document details 2010 emission sources and advocates for a societal transformation, specifically noting that closing coal-fired power plants in Ontario and Alberta provides a rapid pathway for emission reductions and health benefits.

The Cities Footprint Project measured the carbon and water footprints of La Paz, Quito, and Lima to support municipal climate mitigation and adaptation. Findings revealed that transport is the primary carbon contributor and residential grey water the primary water footprint driver across all three cities. While the project led to action plans and pilot projects, implementation faced challenges such as administrative changes and data gaps. Success was linked to high-level political will and the presence of internal champions.

A group of Ph.D. researchers and scholars call upon Governor Brown and California legislators to pass SB 32 and SB 350. The signatories argue that human activity is the primary cause of global warming and that California is already experiencing climate impacts such as increased wildfires and extreme heat waves. They advocate for three specific targets: reducing heat-trapping emissions to 80% below 1990 levels by 2050, increasing renewable electricity to 50% by 2030, and reducing transportation petroleum use by 50% by 2030.

The document details the evolution of U.S. vehicle efficiency standards, starting with the Energy Independence and Security Act of 2007. It highlights the collaboration between the EPA, NHTSA, and auto manufacturers to implement standards for light-duty vehicles and two phases of standards for medium- and heavy-duty vehicles. The standards aim to reduce greenhouse gas emissions, lower oil consumption, and save consumers and vehicle owners billions of dollars by 2027.

The document analyzes six models to determine how Mexico can meet its GHG emission reduction targets of 30% by 2020 (vs business-as-usual) and 50% by 2050 (vs 2000). While current energy and emission trends contradict these goals, the models suggest that targets are achievable through electricity decarbonization and transport sector improvements, though costs could reach 15% of GDP by 2050.

The document examines the potential for mid-level ethanol blends (E25 to E40) to improve fuel efficiency and reduce greenhouse gas emissions in the U.S. transportation sector. It highlights that a significant portion of the existing vehicle fleet and fuel infrastructure can accommodate these blends with moderate costs. Research indicates that increasing ethanol content can enhance engine performance and that a nationwide E25 blend could reduce transportation GHG intensity by 5 to 9 percent.

The document examines the potential for mid-level ethanol blends (E25-E40) to serve as high-octane fuels, reducing GHG emissions and increasing efficiency for both existing and future internal combustion engines. It highlights that while infrastructure and 'blend wall' challenges exist, a significant portion of the current U.S. fleet—including 17.4 million FlexFuel Vehicles and 80% of cars newer than 2001 (for E15)—can accommodate higher blends. The text details the role of ethanol in preventing engine knock, the lifecycle GHG benefits of corn and cellulosic ethanol, and the DOE's Optima Initiative aiming to reduce petroleum consumption by 30% by 2030.

The document outlines the economic and environmental advantages of electric vehicles (EVs) in Oregon, noting that they offer lower fuel and maintenance costs compared to gasoline vehicles. It highlights that EVs in Oregon produce fewer global warming emissions than any gasoline-powered vehicle and that these emissions will further decrease as the state increases its use of renewable energy. The text advocates for policies to reduce up-front costs and expand charging infrastructure to overcome barriers to adoption.

The Clean Air Task Force (CATF) supports the readoption of California's Low Carbon Fuel Standard (LCFS) through 2020 but argues against reducing the indirect land use change (ILUC) emissions score for corn ethanol. CATF contends that current modeling, specifically the CA GTAP-BIO model, underestimates emissions by ignoring water scarcity, failing to differentiate between commercial and non-commercial forests, and using flawed yield price elasticity assumptions. The document also highlights the negative impact of corn ethanol on global food security and proposes liquid ammonia as a scalable, low-carbon fuel alternative for the post-2020 period.

The Clean Air Task Force supports the re-adoption of California's Low Carbon Fuel Standard (LCFS) through 2020 but opposes reducing the carbon intensity value for corn ethanol. The organization argues that the current modeling used to justify a lower indirect land use change (ILUC) score is based on subjective decisions, specifically the assumption that biofuel expansion leads to a reduction in food consumption that provides a climate benefit. CATF contends that if food consumption declines were limited, corn ethanol's ILUC emissions would increase substantially, and that relying on corn ethanol would hinder the development of more effective compliance options.

A greenhouse gas inventory by the Chiang Mai Municipality identified the transportation sector as a priority for emission reductions, leading to a proposal for Non-Motorised Transport (NMT). Surveys at Three Kings Monument Square and the city moat indicate that domestic and foreign tourists support NMT as a means to promote tourism, reduce emissions, and create local jobs, provided that safety and facilities for cycling are improved. The brief recommends a phased implementation of bicycle routes, starting with a 607-meter stretch at Three Kings Monument Square and expanding to approximately 6,000 meters around the Chiang Mai moat, connecting hotels and major tourist destinations.

The document outlines the current state of greenhouse gas emissions in Manitoba, identifying the transportation sector as the largest source at 38% of total emissions in 2012. It highlights the vulnerability of provincial infrastructure to extreme weather, such as the CAD$1.2 billion cost of the 2011 flood and the instability of winter roads. The paper reviews climate policies from other jurisdictions—including electric vehicle programs in Vancouver and green trucking in Quebec—to provide a basis for developing a new integrated plan that balances mitigation and adaptation while fostering a green economy.

The transport sector in Kenya, which accounts for approximately 10 per cent of GDP, is highly vulnerable to climate impacts such as flooding and sea level rise, while simultaneously contributing 10 per cent of national greenhouse gas emissions as of 2010. The document outlines specific physical risks to infrastructure, such as the warping of rail tracks from higher temperatures and damage to ports from storms, noting that the 1997-98 El Niño floods caused transport infrastructure damage of Ksh 62 billion. To mitigate emissions, which are projected to reach 19 per cent of total national emissions by 2030, the briefing recommends the 'avoid-shift-improve' approach, increasing fuel efficiency in vehicle fleets, and shifting freight from road to rail. It also highlights the potential and controversies surrounding biofuels in Kenya, specifically the 'food versus fuel' debate.

The document translates the global findings of the IPCC's Fifth Assessment Report into a regional context for South Asia, detailing observed warming, projected risks to food and water security, and the potential for low-carbon development. It emphasizes that while further warming is inevitable, integrated adaptation and mitigation can protect development gains and offer economic opportunities.

The report analyzes Estonia's transport energy consumption from 2000–2012, noting a 33% increase driven primarily by road transport, which accounts for approximately 90% of the sector's energy use. It evaluates 24 measures across four categories: vehicle fuel efficiency, sustainable modes of transport, land-use planning, and fiscal measures. Key findings suggest that the highest energy-saving potential lies in shifting to more efficient conventional vehicles (A-B energy classes) and implementing smart fiscal tools like kilometer-based road charges and a Tallinn congestion charge. The report concludes that while electric vehicles have marginal impact in the short term, systemic changes in urban planning and public transport are essential for long-term demand management.

The document provides a framework for city governments to prioritize greenhouse gas (GHG) reduction actions. It develops a typology of urban-scale technologies and practices, identifies supporting policies, and evaluates their abatement potential for 2020 and 2050, with a particular focus on the transport and buildings sectors.