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The document examines the fragmented landscape of trade in services within SADC, where liberalisation currently occurs through a variety of sector-specific Protocols and Memoranda of Understanding rather than a single integrated agreement. It highlights the role of South African foreign direct investment in services as a driver of regional growth and identifies key barriers to deeper integration, including the lack of an enforcement mechanism within the SADC Secretariat and political resistance to the free movement of persons (Mode IV). The discussion concludes that while regional liberalisation is beneficial for economic integration and global competitiveness, it must be balanced against the need for members to integrate into the global economy and adhere to WTO obligations.

The EIB is a central financial institution for EU relations with developing countries, particularly those in the ACP region. While it operates under the Cotonou Agreement, the document argues that the EIB prioritizes economic and technical evaluations over sustainable development and poverty eradication. The report highlights significant gaps in public information and project evaluation, noting that many venture capital operations lack public scrutiny. It recommends that the EIB adopt international standards like the Millennium Development Goals, implement mandatory public consultations, and establish an independent inspection mechanism for affected communities.

The document details the role of human activity in increasing atmospheric CO2 and the resulting global temperature rise, which reached 1oC above pre-industrial levels by 2017. It compares the projected impacts of 1.5oC and 2oC warming, noting that 2oC would expose over one third of the world's population to severe heatwaves and increase water stress by 50%. To limit warming to 1.5oC, the text argues for a 45% reduction in emissions from 2010 levels by 2030 and a transition to net zero by 2050. While the Paris Agreement establishes a framework for Nationally Determined Contributions (NDCs), the document states that current targets are insufficient and would likely lead to 3oC of warming by 2100.

The document outlines the Climate Bonds Standard and Certification Scheme, a voluntary labeling system designed to align financial investments with the goal of limiting global temperature rise to 1.5 degrees Celsius. It focuses on the Brazilian market, where transport is the third most financed taxonomy category for green bonds at 10%. The guide details a three-step certification process (pre-issuance, issuance, and post-issuance) and specifies eligible transport assets, including zero-emission rail, road public transport, and low-carbon infrastructure. It establishes strict mitigation thresholds, such as a limit of 50gCO2 per p-km for passengers by 2026, and explicitly excludes vehicles powered exclusively by biofuels or those primarily transporting fossil fuels.

The 'Just Transition Compass' provides a strategic framework to move just transition concepts from high-level dialogue to scalable implementation. It identifies four core elements of a just transition: addressing existing injustices, aligning structural changes with Paris Agreement goals, ensuring meaningful stakeholder participation, and fair distribution of costs and benefits. The document argues that national transitions cannot succeed without international cooperation and proposes the creation of a permanent Just Transition coordination body within the UNFCCC to reduce fragmentation, align financial flows, and share best practices across sectors beyond energy, such as agriculture and transport.

The document outlines the structure of COP28, including its constituent meetings (COP28, CMA5, CMP18, SBI 59, and SBSTA 59) and the three main goals of the Paris Agreement: limiting temperature rise to 1.5°C, adapting to climate change, and aligning finance flows. It details the thematic program from November 30 to December 12, 2023, the role of the Youth Climate Champion, and the significance of the first-ever Global Stocktake, which found the world is far from achieving Paris Agreement goals. The text also describes the distinction between the Blue Zone for negotiations and the Green Zone for public engagement.

The Effort Sharing Regulation (ESR) is the EU's primary instrument for reducing greenhouse gas emissions in sectors not covered by the Emissions Trading System (ETS), accounting for approximately 60% of total EU emissions. For the 2021-2030 period, the ESR sets an overall target of -30% compared to 2005 levels, with individual Member State targets ranging from -40% to 0% based on GDP per capita. The regulation covers transport (35%), buildings (25%), agriculture (17%), industry (16%), and waste (5%). To ensure compliance, the ESR utilizes Annual Emission Allocations (AEA) and various flexibility mechanisms, including banking, borrowing, and trading units between countries, though some are criticized as 'loopholes' that may undermine decarbonization.

The document reports that there are 144 NAMAs, with the majority (137) still under development. Latin America has the highest concentration of these activities (41%), and the energy supply sector is the most represented (39%). Financing remains a significant gap, as 94 NAMAs are seeking funds, while only 10 have received financing and 5 are fully funded.

The document reports that there are 144 NAMAs globally, with 41% located in Latin America and 39% focused on energy supply. It highlights that 60% of NAMA activities are integrated into national policies and strategies. Regarding finance, 94 NAMAs are awaiting funding, while only a small number have received partial or full funding from entities such as the Global Environment Facility (GEF) and the NAMA Facility.

The document reports that there are 144 NAMAs in various stages, with 41% located in Latin America and 39% focused on energy supply. It notes that 60% of NAMA activities are part of national policies and strategies, while financing data remains incomplete, with 94 NAMAs seeking funds.

The document examines the European Investment Bank's (EIB) involvement in development projects, particularly in Africa, the Caribbean, and the Pacific (ACP) under the Cotonou Agreement. It highlights a gap between the EIB's financial activities and the EU's sustainable development and poverty eradication goals, noting a lack of transparent project evaluations and public consultation. The text concludes with recommendations for the EIB to adopt binding sustainability criteria and establish an independent inspection mechanism.

The Green Economy Coalition (GEC) aims to accelerate the transition to a green, fair, and inclusive economy by acting as a bridge between business, civil society, and government. The GEC operates as a global movement of over 50 organisations, focusing on four core activities: building a narrative of change, stimulating policy across five thematic areas, mobilising national leadership through dialogue, and expanding its network of allies. Its thematic priorities include reforming financial systems, greening economic sectors, tackling inequality, valuing nature, and improving economic measurement and governance.

The Climate Finance Accelerator (CFA) is a UK-funded global programme, led in South Africa by NBI and GreenCape, that provides technical, financial, and social inclusion support to low-carbon projects to improve their bankability. The programme does not provide direct funding but facilitates connections between project developers and commercial or concessional investors. Eligible projects must be at least at the pre-feasibility stage, have a financing need between USD $5m and $150m, and demonstrate measurable greenhouse gas emission reductions.

The transportation sector accounts for approximately 25% of global CO2 emissions and is the second largest source of greenhouse gas emissions in Chile. A joint project by IISD, CC&D, and CCAP is investigating the application of the Clean Development Mechanism (CDM) to Chilean transport, focusing on technology and demand-side solutions. The project utilizes three case studies: bicycle infrastructure, bus technology switching (e.g., diesel to hybrid electric) in Santiago, and location efficiency through transit-oriented development. The initiative aims to address CDM challenges such as project baselines, additionality, and the potential for sector-wide initiatives to attract funding and technology transfer.

The document details the use of the SAVi methodology to evaluate the 4.1 km Rabat bypass road in Morocco, including the Mohammed VI bridge. By simulating six different scenarios—ranging from budget cuts in maintenance to climate change-induced road damage—the analysis demonstrates how integrating external factors like carbon costs, accident costs, and time savings alters the project's financial outlook. The results indicate that when these external factors are included, the project's integrated cost-benefit analysis shows net losses across all scenarios, suggesting it is not a robust investment.

The assessment finds that the proposed MRT system in Pampanga, consisting of four bus rapid transit lines and one light rail transit line, provides significant societal value. While traditional benefit-to-cost ratios (BCR) suggest the project is not investment-worthy at 0.62 or 0.63, the sustainable BCR (S-BCR) is 1.72. Over a 30-year period from 2023 to 2053, the project is estimated to generate a cumulative discounted net benefit of PHP 360.3 million (USD 6,402 million). The most significant impacts are the avoided costs of traffic accidents (PHP 239.7 million), time savings (PHP 182,367 million), and avoided vehicle operating costs (PHP 109,988 million).

The document argues that the Paris Agreement's goals—limiting temperature increases to well below 2°C and pursuing a 1.5°C limit—require Germany to increase its emissions reduction efforts. To determine the implications for Germany, the analysis compared sectoral emissions reduction scenarios from existing literature and utilized global scenarios and the total CO2 budget for 1.5°C to address a lack of sufficient German-specific 1.5°C data.

Colombia is utilizing the CCAC SNAP initiative and the LEAP-IBC tool to identify priority emitting sectors and integrate short-lived climate pollutant (SLCP) mitigation into its national air quality and climate change policies. The process involves quantifying emission scenarios to inform legal frameworks and funding, with specific focus on agriculture (rice paddies, sugar cane, manure management), transport, brick kilns, and cookstoves. To date, 60 regional climate change plans have been reviewed to identify implementation opportunities, and 15 of the 100 measures in Colombia's INDC resulted from SNAP Phase I.

Nigeria is implementing the SNAP initiative by establishing a coordination office within the Federal Ministry of Environment to identify emission sources and develop a national action plan. The process involves integrating the LEAP-IBC tool to model the impacts of emission scenarios on health, climate, and crop yields. Priority sectors for mitigation include cookstoves, agriculture, transport, brick kilns, and the oil and gas industry, with a focus on improving regulation, enforcement, and legislative frameworks to align with Nigeria's Intended Nationally Determined Contributions (INDCs).

This report, published by the Stockholm Environment Institute in November 2009, presents a calculation and simulation model for the social costs of land transport in Estonia. It estimates the total external costs for 2007, breaks them down by cost type and vehicle category, and analyzes the extent to which these costs are internalized through existing taxes and fees.