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Beijing launched China's first citywide Mobility-as-a-Service (MaaS) platform in 2019, co-designed by the World Resources Institute (WRI) and local partners. The app integrates scheduling, ticketing, and payments for buses, the metro, and shared bikes, while incorporating carbon incentives to reward green travel. By 2025, the platform reached 30 million active users and contributed to a reduction of over 1 million metric tons of carbon dioxide emissions between 2019 and 2025.

The document highlights the transition to electric vehicles (EVs) as a method to eliminate tailpipe emissions, citing Shenzhen's replacement of internal combustion engine buses with 16,000 electric buses. While the transition in Shenzhen reduced transportation emissions by an estimated 1.4 million tonnes CO2e annually, it also increased emissions within the electricity sector due to charging demand. The report notes a total project impact of 1 MtCO2e and a global emissions reduction potential for EV transitions of 3 BtCO2e.

By the end of 2024, China's cumulative aligned GSS+ volume reached USD 555.5 billion, making it the fourth largest source globally. While green bonds continue to dominate, representing 80% of cumulative aligned volume, the market saw a 4% decrease in total aligned volume in 2024 to USD 84.6 billion, largely due to a 33% drop in issuance from financial corporates. The report highlights a significant growth in aligned social and sustainability (S&S) volumes, which rose 316% year-on-year to USD 15.7 billion. However, sustainability-linked bonds (SLBs) face severe integrity challenges, with only three Chinese deals achieving alignment with Climate Bonds methodology. The document also spotlights the Guangdong-Hong Kong-Macau Greater Bay Area as a key region for GSS+ growth and details recent policy shifts, including the February 2025 Sovereign Green Bond Framework and the Multi-Jurisdiction Common Ground Taxonomy.

WRI and the Shenzhen government implemented 113 near-zero carbon demonstration projects, including rooftop solar and building retrofits, to address rising household energy demand. These initiatives are projected to reduce annual CO2 emissions by 1 million tons and save residents US$ 280 million in energy costs. To ensure scalability and affordability for low-income groups, the city introduced a subsidy policy providing up to 1 million yuan per community.

The 2022 Hong Kong GSS+ market saw a decline in bond volumes from local issuers due to macroeconomic pressures, but significant growth in debt arranged within the territory, totaling USD 80.5bn. The HKSAR Government remains a regional leader in green bond issuance, while the city continues to serve as a primary offshore financing platform for Mainland China's decarbonisation efforts.

The Strategic Plan for Advancing Energy Efficiency Across Demand Sectors by 2030 outlines a framework for G20 countries to double the global annual rate of energy intensity improvement. It focuses on five pillars: buildings, industry, transport, financing, and behavioral change. The plan argues that energy efficiency is the 'first fuel' for the energy transition and proposes specific high-impact opportunities, such as rethinking building codes (RENEW), scaling motor efficiency for SMEs (SME²), and aggregating energy services (FAST). It emphasizes the need to triple annual energy efficiency investments to approximately USD 840 billion by 2030 and highlights the potential of the Indian 'Lifestyle for Environment' (LiFE) initiative to reduce global CO2 emissions by 2 billion tonnes by 2030.

The 2021 Hong Kong GSS+ market saw significant expansion, with USD 14bn in labelled debt from Hong Kong issuers and a quadruple increase in GSS+ debt arranged or issued in the city to USD 57bn. Growth was driven by the HKSAR Government's green bond programme and a diversifying issuer base, including real estate and financial corporates. The report highlights the emergence of transition finance and the adoption of the Common Ground Taxonomy to facilitate cross-border green finance between China and the EU.

The report analyzes the 2021 Chinese green bond market, which saw a sharp rebound with USD 109.4bn in total issuance. It highlights the role of top-down policy guidance, such as the Green Bond Endorsed Project Catalogue (2021 Edition), in standardizing the market and aligning it with international principles. The analysis finds a positive correlation between local policy efficacy scores and the volume of green bond issuance, particularly in economically developed regions like the Yangtze and Pearl River Deltas. However, stakeholders identify challenges including inadequate information disclosure and a lack of issuer experience in identifying green assets. The report recommends strengthening disclosure standards, developing transition finance frameworks, and expanding innovative products like sustainability-linked bonds to support high-emitting sectors.

The 2021 research indicates a slight rebound in ivory purchases compared to 2020, though levels remain below 2019. While the 'Rejectors' segment remains the largest, 'Diehard Buyers' have increased in number despite a drop in their actual purchase rates. The report finds that combining knowledge of the ivory ban with targeted campaign videos, such as the Ma Weidu campaign, significantly reduces the intention to purchase ivory even among the most persistent buyers.

The document challenges the notion that heavy transport and industrial heat are 'hard-to-abate' sectors, suggesting that they can be decarbonized profitably. It emphasizes the role of plummeting renewable energy costs and the potential for massive efficiency gains in trucking, aviation, shipping, and the production of steel and cement. The author advocates for 'integrative design' and structural efficiency to drastically reduce the volume of materials needed, thereby lowering both costs and emissions.

The report examines the green infrastructure landscape of the Guangdong-Hong Kong-Macao Greater Bay Area (GBA), highlighting significant investment needs across sectors such as low-carbon transport, renewable energy, and green buildings. It details the role of green finance, specifically green bonds and asset-backed securities, in bridging the funding gap between public budgets and the capital required for climate-resilient infrastructure. The document provides a sample pipeline of 70 green and potentially green projects and offers six strategic recommendations to unlock private capital, including the harmonisation of green definitions and the promotion of local government green bonds.

The report finds that self-reported ivory purchase in the past 12 months reached a four-year low of 12% in 2020. While the 'Diehard Buyers' segment has shrunk from 14% to 8% of the population, those remaining are more persistent, with higher purchase rates and a stronger belief in ivory's artistic value. Conversely, 'Rejectors' have grown to 72% of the sample. The study highlights that while 88% of participants believe ivory trade is illegal, spontaneous awareness of the specific 2017 ban has declined. The Ma Weidu campaign showed strong resonance, particularly among 'Diehard Buyers' and regular overseas travelers, with 74% of future intenders changing their minds after exposure to the ban and the campaign video.

The document argues that the 'Fourth Industrial Revolution'—characterized by AI, cloud computing, and IoT—is providing the tools necessary to overcome legacy modeling and accelerate decarbonization. It identifies data and transparency as one of six key market catalysts and provides examples of how corporations (Tesla), cities (Shenzhen), and financial instruments (Sustainability Linked Loans) are leveraging data to reduce emissions and capture economic value. The brief concludes with recommendations for policymakers, corporations, and financial institutions to integrate climate-relevant data into their strategic decision-making to mitigate risk and seize a projected $26 trillion economic opportunity by 2030.

The United States faces a deficit in public direct current fast-charging (DCFC) infrastructure, with only 17,000 plugs currently installed. The report highlights that current economics limit growth to a few high-traffic locations, potentially creating an inequitable system where lower-income drivers without home charging pay a significant price premium. In contrast, China has scaled its network to over 309,000 public fast-charging plugs by treating charging as a national priority since 2014. China's strategy included stimulating demand through the electrification of taxis and fleets, reforming utility tariffs to allow industrial rates, capping service fees, and providing installation subsidies. These efforts led to significant economies of scale, reducing the cost of a 50 kW DCFC unit to approximately $3,000, compared to $20,000–$35,000 in the United States. The author suggests the U.S. needs national and local goals, redesigned utility rates, and a focus on equitable access to achieve a similar transition.

China is the world's largest primary energy consumer and energy-related CO2 emitter. While the country is on track to meet most 2020 targets from its 13th Five-Year Plan, energy-related CO2 emissions continued to grow through 2018, surpassing 10 GtCO2. The report's 'Continuous Improvement Scenario' projects that primary energy consumption will peak in 2029 at 5,400 Mtce and CO2 emissions will peak in 2025 at 10,930 MtCO2, subsequently declining to 5,010 MtCO2 by 2050. This outlook assumes the maximum adoption of commercially available energy efficiency and renewable energy technologies, leading to a power system where non-fossil sources generate 89% of electricity by 2050.

The report advocates for social-ecological transformations in Asian cities to meet global climate and development goals. It focuses on three key sectors: the built environment, transport, and public participation, arguing that environmental protection must be integrated with social justice to avoid further marginalizing vulnerable populations. The authors highlight that while Asian cities are major GHG emitters, their density offers opportunities for efficiency. The report emphasizes the need for nature-based solutions, active transport, and inclusive governance, while noting that the COVID-19 pandemic has both exposed urban inequalities and provided a catalyst for rethinking unsustainable consumption and urban design.

The report examines the technical and economic feasibility of electrifying heavy-duty vehicles (HDVs) in the US, highlighting their potential to significantly reduce NOx, PM2.5, and greenhouse gas emissions. It argues that current battery technology is sufficient for the majority of HDV operating ranges and that total cost of ownership is becoming competitive with diesel. The document recommends a combination of financial incentives, infrastructure investment, and regulatory standards to drive the transition.

The report examines Shenzhen's experience with electric logistics vehicles to identify strategies for improving charging infrastructure, utilizing a dataset of over 10,000 vehicles and operator interviews to provide a guide for other global cities.

China's industrial sector, responsible for over 70% of national carbon emissions, is pursuing deep decarbonization through five primary trends: improving energy efficiency via stricter regulations, scaling the recycling of steel and plastics, increasing industrial electrification to reduce coal reliance, piloting carbon capture, utilization, and storage (CCUS), and expanding hydrogen energy utilization.

The document outlines a systemic approach to urban freight management, combining a set of Key Performance Indicators (KPIs) with a library of global best practices. It argues that urban logistics efficiency is driven by a combination of land-use planning, infrastructure investment, and regulatory flexibility. Key strategies discussed include the use of ring roads to divert through-freight, the implementation of urban consolidation centers, and the transition to zero-emissions vehicles. The report emphasizes the necessity of data-driven decision-making through GPS logs and stakeholder engagement via Freight Quality Partnerships to reduce the high costs of the 'final mile' and improve city livability.