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The World Resources Institute (WRI) reported total revenue of $39,871,632 and total expenses of $37,145,082 for the 2009 tax year. Its primary mission is to "MOVE HUMAN SOCIETY TO LIVE IN WAYS THAT PROTECT EARTH'S ENVIRONMENT". The organization operates several key programs focusing on climate, energy, pollution, ecosystem degradation, and urban mobility, with significant grantmaking and program activities conducted both within the United States and internationally, particularly in Sub-Saharan Africa, East Asia, and South America.

The World Resources Institute (WRI), an environmental think tank, reported total revenue of $25,345,212 and total expenses of $21,237,532 for the 2005 tax year. The organization operates seven primary programs focusing on climate change, urban mobility, ecosystem protection, and environmental governance. Its largest program expenditure was for the People and Ecosystems Program ($4,443,154), followed by the Institutions and Governance Program ($3,450,686). WRI maintains a staff of over 130 experts and partners with nearly 400 organizations globally.

The document outlines a strategic framework for cities to reduce fossil fuel consumption and pressure national governments to phase out fossil fuel extraction. It categorizes actions into city diplomacy, culture and society, urban economy, transportation, energy and built environment, and waste management, emphasizing the removal of the fossil fuel industry's 'social licence' and the implementation of a just transition for workers and marginalized communities.

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 SAVi assessment of Bogota's Metro Line 1 indicates that the project will provide significant monetary benefits and environmental improvements, including a reduction of 938,000 tonnes of greenhouse gas emissions by 2049. While traditional benefit-cost ratios (BCR) are low (0.4 to 0.6), the sustainable BCR (S-BCR) is substantially higher (1.5 to 1.9) when accounting for societal benefits such as increased retail revenues, health improvements, and avoided costs. The project, costing USD 5 billion, is expected to be operational by 2028 and will be 100% electric.

The document applies the SAVi methodology to the Dakar BRT project, demonstrating that while conventional financial analysis suggests the project is not viable, the integration of external effects—such as time saved and avoided pollution—reveals substantial net benefits for Senegalese society. The analysis covers four scenarios, including variations in passenger demand, and predicts a net job loss of 14% in the transport sector, offset by a 15.6% increase in discretionary spending across the wider economy.

This document is a series of annexes from an Environmental and Social Impact Assessment (ESIA) report for the proposed Nairobi Expressway project. It includes technical specifications of the road's alignment, biodiversity data, minutes from public consultation meetings held in November and December 2019, and detailed plans for the relocation of water, sewer, and power utilities.

The report argues that technical and rational arguments for energy efficiency are insufficient on their own and should be paired with emotion-based narratives to drive systemic change. It highlights the 'Lifestyle for Environment' (LiFE) movement launched by India and provides a series of case studies from G20 nations—including India, the USA, Italy, Brazil, Mexico, Indonesia, and Japan—across the sectors of buildings, industry, and transport. These examples illustrate how leveraging feelings of pride, empowerment, and community responsibility can accelerate the adoption of energy-efficient technologies and behaviours.

The report analyzes the relationship between urban transportation, energy consumption, and emissions in the Kathmandu Valley, Nepal. It finds that while CO2 emissions are relatively low globally, local PM10 levels frequently exceed national standards. The study proposes a 'PACKAGE' scenario—combining travel demand management, modal shifts to high-occupancy public transport, and stricter emission standards—as the most effective way to simultaneously reduce congestion, energy use, and pollutants.

The report 'Jakarta Bukan untuk Semua Orang' critiques the current state of mobility in Jakarta, where traffic congestion and inadequate public transport create significant financial and health burdens for citizens. It argues that the classification of transportation as a 'non-basic mandatory affair' under Law No. 23 of 2014 leads to budget cuts and a lack of political will. The document advocates for a shift toward integrated, affordable public transport and electric buses, noting that electric bus operational costs in 2024 were approximately 9% lower than diesel buses.

The Transport Emissions & Social Cost Assessment (TESCA) guide establishes a macro-level framework to quantify emissions and monetize social costs for 18 transport modes. It targets developing regions where statistical systems are weak, providing a process that includes data quality analysis, emissions inventory estimation, and the calculation of eco-efficiency indicators. The methodology was tested in Chengdu, China, and aims to support more cost-efficient policy-making by highlighting the uncertainties inherent in social cost and health cost data.

The document analyzes the evolution of public bicycle-sharing (PBS) in India, noting a decline in cycling mode share from nearly 30 percent in 1994 to an average of 11 percent in 2007. While early private rental models in cities like Mumbai, Delhi, and Bangalore failed due to economic unviability, systems launched in 2017 in Mysuru, Bhopal, and Pune have been more successful by utilizing public-private partnerships, smart technology, and public sector support. The paper highlights the role of the National Urban Transport Policy in promoting non-motorized transport to counter the social stigma of cycling as a 'poor man's mode of transport'.

The document examines the implementation of Low Emission Zones (LEZ) and Congestion Charging (CC) in London, Singapore, and Stockholm to inform policy development in China. It identifies key areas for analysis, including scheme design, technology, and public communication, and provides specific recommendations for Chinese national and municipal governments to ensure successful adoption, such as aligning local schemes with national strategies and dedicating revenues to transportation improvements.

The document introduces the concept of sustainable development policies and measures (SD-PAMs), which align a host country's national development priorities with a lower-carbon trajectory within an international climate framework. It evaluates the merits and limitations of this approach and examines its operational implications through case studies in Brazil, China, India, and South Africa.

The document assesses WRI India Ross Center's role as a change agent in Bengaluru since 2010, focusing on its transition from mobility to broader urban development, energy, water, and climate resilience. It identifies a data-led approach and sustained physical presence as key success factors, while noting that governance complexities and short funding timeframes present significant challenges.

The document compares BRT systems in 18 Chinese cities against international counterparts across 30 indicators. It finds that Chinese systems score significantly lower in 11 design areas and recommends improvements in infrastructure, network planning, and vehicle technology to help China reach its goal of 5,000 kilometers of BRT by 2020.

The document assesses the impact of bus aggregators, specifically Shuttl, on urban mobility and emissions in Delhi-NCR, finding that the service reduces CO2 and criteria pollutants without significantly siphoning passengers from public bus services.

The report analyzes dockless bike-sharing in 12 Chinese cities, concluding that these systems serve as effective last-mile mobility solutions that increase public transit connectivity, lower carbon emissions by replacing motorized trips, and improve public health outcomes.

Japan committed USD 15 billion to fast-start finance (FSF), representing nearly half of the total pledged by developed countries for 2010-2012. However, the analysis finds that a significant portion of this funding may not be 'new and additional,' as it reflects pre-existing pledges and standard development finance commitments. The funding is heavily weighted toward mitigation (70%), primarily through loans for infrastructure, and includes 'clean' fossil fuel projects. Transparency is limited by disaggregated reporting, making it difficult to independently identify many projects.

The document outlines a framework for cities to transition to electric buses, emphasizing a phased approach from initial planning and pilot projects to mass adoption. It highlights the necessity of long-term infrastructure planning, procurement strategies, operator training, and battery end-of-life management to meet global climate objectives.