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The document highlights the environmental and safety risks associated with the global trade of used vehicles, noting that between 2015 and 2018, 14 million light used vehicles were exported, with 80% going to low- and middle-income countries and over half to Africa. It asserts that vehicles with weak import regulations correlate with higher traffic mortality rates and contribute significantly to urban air pollution through PM2.5 and NOx emissions. The text calls for developed nations to stop exporting vehicles that fail environmental and safety inspections and for importing nations to adopt stricter quality standards to facilitate the acquisition of cleaner, safer fleets, including hybrid and electric options.

The document argues against a proposed one-year postponement of ETS2, stating it would delay climate action and cost Member States €50 billion in lost auction revenues. The signatories call for the Social Climate Fund to begin in full-size in 2026, the application of its spending principles to the Frontloading Facility, and the submission of ambitious Social Climate Plans by Member States, specifically mentioning Denmark, France, and Germany. They further propose uncapping the fund, linking it to actual carbon revenues, and extending it beyond 2032 to support vulnerable households and micro-enterprises.

An open letter calling for a transformative Social Climate Fund (SCF) to address energy poverty and climate goals in Europe, arguing that the fund must have a flexible, non-capped budget linked to ETS revenues and carbon prices to ensure a just transition.

The document argues that adopting the ACT rule is essential for New York to meet its climate goals under the Climate Leadership and Community Protection Act (CLCPA) and to address severe public health disparities caused by diesel emissions. It highlights that medium- and heavy-duty vehicles (MHDVs) are a primary source of greenhouse gases and toxic air pollutants, particularly in communities of color. The authors assert that zero-emission MHDVs are technically viable and cost-effective, projecting that the rule would add over 228,000 zero-emission vehicles by 2050 and generate $1.9 billion in net societal benefits. The statement recommends strengthening the rule by limiting early crediting to one year and lowering the fleet reporting threshold to five vehicles to better identify pollution hot spots and address labor misclassification.

The briefing advocates for the co-design of high-octane fuels and vehicle engines to improve fuel economy and reduce greenhouse gas emissions in the U.S. transportation sector. It highlights the role of ethanol as a cost-effective octane source and details infrastructure progress, such as UL certification for E25 and testing for E30 and E40. The document also identifies eight bio-blendstocks from the DOE's Co-Optima initiative for further evaluation and notes engine testing conducted by Oak Ridge National Lab and industry partners.

The report criticizes the EU's reliance on agrofuels to meet renewable energy targets in transport, asserting that these fuels often cause more environmental damage than fossil fuels. It highlights the role of Indirect Land-Use Change (ILUC) in increasing greenhouse gas emissions and biodiversity loss, while also noting the negative impact of biofuel production on global food prices and water consumption. The document calls for a shift toward a transport strategy based on energy efficiency and renewable electricity, and the implementation of stricter sustainability criteria that account for ILUC.

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.

The document describes the stock turnover analysis methodology in LEAP, which is used when energy-using devices have long lifetimes or changing operating characteristics. It details two specific approaches: one for the transport sector, calculating consumption based on vehicle stock, mileage, and fuel economy, and another for general energy-using equipment, based on device stock and energy intensity. Both methods utilize lifecycle profiles to account for changes in device performance and survival rates as they age.

The document describes a methodology for calculating transport energy consumption based on vehicle stocks, annual mileage, and fuel economy. It explains how the LEAP software handles base year stocks, future projections, and lifecycle profiles to determine overall energy and environmental impacts, noting that this specific method allows for emission factors to be specified per unit of distance traveled.

Mexico has utilized the CCAC SNAP initiative to develop a strategic national plan for reducing short-lived climate pollutants (SLCPs), specifically black carbon and methane. By leveraging tools like LEAP-IBC and coordinating through the National Institute of Ecology and Climate Change (INECC), Mexico integrated SLCP targets into its 2015 Intended Nationally Determined Contribution (INDC), aiming for a 51% reduction in black carbon by 2030. Key sectoral actions include mandating EURO VI technology for new buses in Mexico City by 2018 and implementing clean cookstove and waste management projects in coastal wetland communities.

The Kuwait Energy Outlook analyzes the country's heavy reliance on oil and gas for power and desalination, projecting energy demand and supply to 2035. Under a Business-as-Usual scenario, the report finds that while Kuwait plans to increase natural gas and renewable energy in its power mix, per capita emissions and energy demand remain among the highest globally. The report highlights critical challenges in the transport sector, where unchecked growth in oil demand is projected, and in the buildings sector, where energy inefficiency persists. It recommends the establishment of a 'National Champion' to coordinate energy strategy, the implementation of pricing reforms to reduce subsidies, and the improvement of national energy data collection.

This report outlines a national strategy for the United States to transition to a clean energy economy to mitigate global warming. It proposes a combination of energy efficiency, renewable energy, and a cap-and-trade program to achieve significant emissions reductions. The analysis emphasizes the necessity of meeting specific targets by 2020 and 2030 to avoid the most severe climate impacts, while highlighting the potential for these transitions to spur economic growth and job creation.

The report examines the potential for reducing global warming emissions and fuel consumption in California's heavy-duty truck fleet through the adoption of commercially available aerodynamic and tire technologies. It finds that retrofitting and purchasing efficient trucks can lead to significant diesel savings and CO2eq reductions, with some long-range trucks potentially saving over $30,000 over their lifetime. The document identifies market barriers—such as split ownership and a lack of standardized fuel-economy testing—and recommends that California establish in-use and new-truck global warming pollution standards to accelerate adoption.

The document argues that integrating the mitigation of short-lived climate pollutants (SLCPs)—including methane, black carbon, hydrofluorocarbons, and tropospheric ozone—into economic recovery plans allows governments to simultaneously achieve immediate economic stability and long-term climate and public health goals. It focuses on the energy, agriculture, transport, and waste sectors as primary sources of these emissions and targets public policymakers to encourage the use of both immediate stimulus and long-term transformational policies to drive this recovery.

WRI analysis suggests Mexico can achieve its conditional nationally determined contribution (NDC) at an average cost of US$12/ton by implementing 21 policy levers across the electricity, transport, and industry sectors. Such actions could save over 25,000 lives and $5 billion in health costs over 12 years. However, the report argues that meeting current NDC commitments is insufficient to reach Mexico's long-term strategy emissions abatement goal, necessitating higher ambition.

The document argues that integrating low-carbon transport into economic recovery plans can drive inclusive growth, job creation, and health improvements while helping countries meet their NDC targets. It advocates for a comprehensive 'Avoid-Shift-Improve' strategy to reduce transport emissions.

The document evaluates the COVID-19 recovery packages of G20 nations, finding a prevalence of business-as-usual (BAU) investments that risk undermining Paris Agreement goals. It argues that the lack of pre-existing Paris-compatible project planning hindered green recovery efforts and suggests a multifaceted approach using monetary, fiscal, and regulatory levers to align financial flows with climate commitments.

The report examines over 90 intergovernmental climate initiatives, finding a fragmented landscape dominated by developed countries and focused primarily on knowledge sharing rather than policy adoption. While cooperation exists across all sectors, particularly energy supply, most initiatives lack the breadth of country participation needed to cover significant sectoral emissions and often lack transparency arrangements.

The analysis finds that seven global transport initiatives could reduce global energy-related emissions by 3.7 percent by 2050. The most significant reductions are linked to mode-shifting to rail or public transport, though these require high effort. While electric vehicle and fuel efficiency targets are ambitious, the paper notes gaps in addressing heavy-duty vehicles and total travel demand, suggesting that better policy linkages and wider geographical coverage are needed to improve effectiveness.

The document argues that current Nationally Determined Contributions (NDCs) are insufficient to limit global warming to 1.5°C and seeks to provide CVF member countries with sectoral options for enhancing their NDCs. It focuses on energy, transport, forestry, food, and agriculture to drive a low-carbon, climate-resilient pathway that aligns with sustainable development goals.