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The report finds that the Western Climate Initiative (WCI) carbon market, comprising California, Quebec, and Ontario, is experiencing significant oversupply. This surplus, estimated at 270 million metric tons (MMT) through 2020, is driven by economic factors, renewable energy innovation, and the 2009 recession. Because allowances can be banked, this oversupply threatens to undermine the 2030 climate targets by effectively raising future emission caps. The author recommends that WCI jurisdictions adjust future caps downward by an amount equal to the privately held allowances banked by the end of 2020, citing the success of the Regional Greenhouse Gas Initiative (RGGI) in using a similar approach.

The Union of Concerned Scientists reports that since the 1950s, US automakers have consistently fought against fuel economy, emissions, and safety standards using 'scare tactics' and claims of technical infeasibility, despite later meeting or exceeding those same standards. While the industry collaborated with the federal government in 2009 to establish flexible standards that have since saved drivers nearly $50 billion, the report claims that industry trade groups are currently attempting to weaken these rules. The document calls for automakers to cease spreading disinformation and support strong, technology-forcing standards.

The report documents a 70-year history of 'intransigence' by US automakers, who repeatedly claimed that environmental and safety mandates were technically impossible or economically ruinous, only to implement the technologies once mandated. It details specific battles over the Clean Air Act, CAFE standards, and vehicle safety features like airbags, concluding that regulation has historically acted as a catalyst for innovation rather than a destroyer of the industry.

The Institute for Policy Integrity recommends that California's cap-and-trade program, extended by Assembly Bill 398, set its permit price ceiling at least as high as the social cost of carbon to properly incentivize emissions reductions. The organization also suggests that unsold allowances be preferentially allocated to the price containment reserve with the highest price to better account for the externalities of greenhouse gas emissions.

California's aging infrastructure is increasingly vulnerable to climate-driven extreme weather, such as floods, wildfires, and heat waves. The document advocates for "climate-smart" infrastructure—designing systems based on future climate projections rather than past trends—to protect public safety and the economy. It identifies barriers such as outdated design codes and inadequate funding, and recommends updating standards, increasing technical capacity, and prioritizing equitable outcomes for low-income communities and communities of color.

The report quantifies the health risks faced by millions of African Americans living near oil and gas infrastructure, highlighting elevated cancer risks and asthma attacks. It details the role of systemic oppression in siting polluting facilities in communities of color and calls for stricter EPA regulations and a transition to a clean energy economy.

The report synthesizes documentary evidence to show that major oil and gas companies were aware of the climate risks associated with their products as early as the 1950s. It argues that these companies had the capacity to foresee harms and the opportunity to mitigate them through technology and public warnings, but instead engaged in coordinated campaigns to sow scientific doubt. The document links this conduct to legal frameworks of responsibility in tort and human rights law, noting that attribution science now allows for the quantification of specific corporate contributions to global climate impacts.

RMI's Sunshine for Mines program proposes a systematic approach to repurposing legacy mine sites, which are often liabilities due to contamination and maintenance costs, into productive energy assets. The methodology involves a multi-stage screening process covering environmental and regulatory constraints, technical feasibility (resource screening and reserve quantification), and financial viability via Net Present Value (NPV) calculations. The brief highlights that while mining companies often face high hurdle rates, the economic case is strengthened when compared to the 'business-as-usual' cost of maintaining closed sites. A practical application of this model with BHP in North America identified a subset of sites with a collective potential exceeding 0.5 GW, primarily for solar PV.

The document proposes a feebate system for India—where inefficient vehicles pay a fee and efficient ones receive a rebate—as a market-based alternative to static fuel economy standards. It argues that such a policy could help India reach its goal of 100 percent electric vehicle adoption by 2030 without relying on public funds. Drawing on case studies from Norway, France, and Ontario, the authors suggest a three-phase implementation strategy: establishing a professional design body, implementing a revenue-neutral point-of-sale feebate, and eventually expanding to other vehicle segments and the used car market.

The document outlines the technical goals of COP23, focusing on the 'Rule Book' for the Paris Agreement, climate finance for developing countries, and the role of non-state actors. It analyzes how the US withdrawal has paradoxically strengthened international coalitions and spurred sub-national action within the US, while emphasizing Fiji's leadership in advocating for loss and damage and ocean governance.

The Union of Concerned Scientists analysis finds that EVs are significantly cheaper to fuel and maintain than gasoline vehicles, with median annual fuel savings exceeding $770. While purchase prices are generally higher, federal and state incentives can make EVs competitive or even cheaper than comparable gasoline cars. The report emphasizes the role of time-of-use (TOU) electricity rates in reducing costs and recommends policies to expand charging infrastructure and maintain purchase incentives to accelerate the transition to electric mobility.

The report finds that electric vehicles (EVs) are significantly cheaper to fuel and maintain than gasoline vehicles in the US. Analysis of 60 electricity providers across the 50 largest US cities shows that at least one rate plan in every location makes EV driving cheaper than the average new gasoline vehicle, with median annual fuel savings exceeding $770. While the initial purchase price of EVs is typically higher, federal and state incentives, along with declining battery costs, are increasing affordability. The report recommends policies to expand charging infrastructure, particularly DC fast charging in urban areas, and the implementation of time-of-use (TOU) electricity rates to further reduce costs and emissions.

The report argues that California's public infrastructure is deteriorating and based on outdated historical climate data, making it vulnerable to a 'new normal' of extreme heat, sea level rise, wildfires, and erratic precipitation. It proposes a 'climate-smart' framework based on rigorous science, equitable outcomes, financial transparency, and holistic planning. Key barriers identified include outdated design codes, a lack of actionable climate data for engineers, and systemic underinvestment in underserved communities. The author recommends updating state standards, establishing a centralized coordinating center for climate information, and adopting innovative financing mechanisms like resilience bonds to protect critical services and vulnerable populations.

The report argues that incorporating climate change projections into groundwater planning is essential for California's water and food security, particularly as groundwater provides over half of the state's water supply during dry years. It provides a technical guide for water managers to understand Global Climate Models (GCMs), spatial resolution, downscaling, and emissions scenarios (specifically RCP 4.5 and 8.5). The authors identify inconsistencies between state (State Water Project) and federal (Central Valley Project) water delivery projections and recommend that local agencies use 'rule of thumb' methodologies and stress-testing to address these gaps. A proposed four-step process for GSPs includes determining management objectives, evaluating existing data, selecting appropriate information, and stress-testing actions. An analysis of 24 submitted Alternative Plans revealed that only about half included quantitative climate analysis, and many lacked a clear link between climate modeling and management objectives.

The Los Angeles County Metropolitan Transportation Authority (LACMTA) issued $556,850,000 in Series 2017 bonds. The Series 2017-A Green Bonds ($471,395,000) are designated for rail transit improvements, including the Southwestern Yard maintenance facility, the Universal City Station pedestrian bridge, and the procurement of light and heavy rail vehicles. The Series 2017-B Bonds ($85,455,000) are used to refund Series 2011-B bonds. Both series are limited obligations secured by a first lien on Pledged Revenues, primarily derived from the Proposition A Sales Tax (a 0.5% retail transactions and use tax). The Series 2017-A bonds are 'Climate Bond Certified' based on the Climate Bonds Standard. The issuance is supported by a Reserve Fund, which as of the issuance date was expected to be approximately $160 million, consisting of a $85.5 million AGM Reserve Policy and $74.5 million in cash and investments.

This guide explains the role of electric utilities and Public Utilities Commissions in US energy policy, while detailing specific mechanisms like distributed generation, community solar, net metering, and decoupling that facilitate the transition to renewable energy.

First Environment, Inc. conducted a pre-issuance verification of the LACMTA's Proposition A First Tier Senior Sales Tax Revenue Bonds, Series 2017-A (Green Bonds) between August 14 and October 2, 2017. The verification assessed the bonds against the Climate Bonds Standard Version 2.1 and the Low Carbon Land Transport sector criteria Version 1.0. The verifier concluded that the bonds, intended to fund public transport rail infrastructure, conform in all material respects to the required standards.

The policy brief argues that border carbon adjustments (BCAs) are a more effective tool for addressing emissions leakage than traditional 'behind the border' measures like free allowances. It outlines a specific six-step design process: determining scope and coverage, calculating embedded carbon, determining the adjustment level, deciding revenue use, establishing an expiration date, and ensuring a fair and transparent process. The authors recommend that BCAs focus on primary goods in high-carbon sectors, apply only to imports to avoid WTO subsidy issues, and exempt Least Developed Countries. Revenue generated should be used to support environmental objectives and benefit affected developing countries. The brief also notes that while BCAs have been proposed in the EU and US, they are rarely implemented.

The report documents an upward trend in American concern about global warming, with 71% believing it is happening and 47% feeling certain of it. While 54% attribute it to human activity, only 15% are aware of the high scientific consensus. Emotional responses are predominantly negative, with high levels of disgust and helplessness. Perceived risks are increasing, with 44% reporting personal experience of its effects and 42% believing people in the U.S. are being harmed 'right now.' Most Americans view global warming as an environmental or scientific issue and believe it is affecting U.S. weather, though confidence in the human ability to successfully reduce it remains very low at 5%.

The October 2017 survey indicates an upward trend in American concern about global warming, with 71% believing it is happening and 47% feeling certain of it. While 54% attribute it to human activity, only 15% are aware of the strong scientific consensus. Emotional responses are predominantly negative, with 55% feeling disgusted and 52% feeling helpless. Perceived risks are at record highs, with 44% reporting personal experience of its effects and 42% believing people in the U.S. are being harmed "right now." Despite this, optimism for a human-led solution remains low, with only 5% confident that humans can and will successfully reduce global warming.