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The report examines the role of nuclear energy in producing zero-carbon fuels (ZCFs) to decarbonize the marine shipping industry, which accounted for 2.6% of global CO2 emissions in 2018. It identifies ammonia as a particularly promising fuel due to its energy density and compatibility with existing engine technology. The authors argue that nuclear energy is well-suited for ZCF production because of its high capacity factor, low land-use requirements, and ability to provide high-temperature steam for electrolysis. The document proposes using the U.S. Jones Act and other federal programs to incentivize the construction of ZCF-powered vessels and the development of regional production hubs, specifically suggesting the Houston region as a potential case study.

The Clean Air Task Force (CATF) urges the European Commission to integrate hydrogen and low-carbon fuel infrastructure into the TEN-T Regulation revision. CATF recommends binding targets for Member States to deploy recharging and refuelling infrastructure across both core and comprehensive networks, ensuring alignment with TEN-E, AFID, and FuelEU Maritime to decarbonise a transport sector that accounts for nearly 25% of Europe's greenhouse gas emissions.

Singapore aims for climate neutrality after 2050, focusing on hydrogen as a key decarbonization enabler due to its limited renewable energy potential. The country's economy is heavily export-oriented, with industrial activities and the power sector contributing 46% and 39% of GHG emissions, respectively. Singapore is exploring low-carbon hydrogen for electricity generation, heavy-duty transport, and industrial fuel, while considering ammonia for maritime bunkering. While blue hydrogen is feasible, the lack of domestic geological formations for CO2 storage necessitates partnerships with neighboring countries. Singapore leverages its position as a global port and refining hub to aim for a future role as a hydrogen hub within a developing global supply chain.

The document outlines the role of zero-carbon fuels (ZCF), primarily hydrogen and ammonia, in achieving net-zero greenhouse gas targets. It identifies transportation and industry as key demand drivers and evaluates production pathways, including electrolysis and fossil-based reforming with carbon capture and storage (CCS). The guide highlights that while electrolysis is commercially available, 'blue' hydrogen (fossil CCS) currently provides significant scale, with some projects in the US and Canada already operational.

The Units Conversion Worksheet provides specific multipliers to convert between various units of measurement for five gases: hydrogen, methane, propane, ammonia, and carbon dioxide. It covers conversions for mass (e.g., lb to kg), volume (e.g., kg to Nm3), energy (e.g., kg to GJ-HHV), and cost (e.g., $/kg to $/GJ-HHV). The data is adapted from the NIST Standard Reference Database 23 (DLL 10.0).

The document advocates for a transition to zero-carbon fuels like hydrogen and ammonia to address the high emissions of the marine shipping sector, which is identified as a "hard to abate" industry. It details production pathways including electrolysis and gas reforming with carbon capture and storage (CCS), and proposes federal policy interventions such as the American Energy Innovation Act of 2020, production tax credits, and the creation of regional fuel hubs to reduce costs and build necessary infrastructure.

The CBI Shipping Criteria provide a framework for certifying shipping assets as compatible with a low-carbon economy. Eligibility is primarily based on a vessel's carbon-equivalent intensity remaining below a specific decarbonisation trajectory for its class, reaching zero emissions by 2050. The criteria exclude dedicated fossil fuel carriers and require non-zero-emission ships to provide a Managed Reduction Plan (MRP) detailing future retrofits or fuel switches. While the document outlines adaptation principles, the shipping sector is currently derogated from mandatory resilience requirements due to existing international maritime safety standards.

The Clean Air Task Force (CATF) supports the European Commission's vision for clean hydrogen but urges a broader approach that includes carbon capture and storage and nuclear energy alongside renewables to accelerate decarbonization. CATF recommends sustained financial support for production demonstrations, investment in storage and delivery infrastructure, and cost assistance for hydrogen use in heavy industry and transport. Additionally, the document emphasizes the need for international collaboration, particularly with North African countries and the United Kingdom, and the implementation of transparent carbon intensity assessments for supplied hydrogen.

The author advocates for the EU to integrate shipping into its carbon market through the EU ETS, combined with a dedicated decarbonization fund and a binding carbon intensity target. While acknowledging that the EU ETS alone is insufficient, the document suggests these combined measures would stimulate innovation and provide a global example for carbon pricing in shipping. The author warns against free pollution permits, offsetting, and funding for fuels that cannot be produced in climate-friendly ways, urging the EU to lead despite the slow pace of the International Maritime Organisation.

The Climate Bonds Initiative evaluates the JPY10bn green bond issued by Nippon Yusen Kaisha (NYK) on 24 May 2018. While the bond is included in the Climate Bonds database because LNG-fuelled ships are currently the lowest-emission option for long-haul shipping, the briefing argues that switching to LNG is insufficient for long-term climate goals. LNG-fuelled ships reduce total GHG emissions by only 15-21% and CO2 by 30% compared to heavy fuel oil ships, failing to meet the IMO's 2030 target of a 40% cut in GHG emission intensity. The document highlights the risk of 'lock in' to fossil fuels, as these vessels will operate into the 2030s, potentially delaying the transition to commercially viable renewable fuels like ammonia and hydrogen. It also emphasizes the necessity of controlling methane leakage to prevent LNG from having a worse GHG profile than traditional fuels.

The paper examines the severe health and economic burdens of air pollution, noting that global premature deaths could double by 2050. It details the Impact Pathway Approach (IPA) for monetizing health damages and analyzes European industrial emissions data, identifying the power generating sector as the largest contributor to damage costs. The authors propose enhancing these assessments by integrating satellite-based Earth observation data from the MACC/Copernicus services to reduce model errors and provide higher resolution global and regional air quality analysis.

The study finds that taxes on local air pollutants are more regressive than those on climate change pollutants because they increase the prices of basic necessities, such as food and electricity, which occupy a larger share of low-income household budgets. While a CO2 tax was found to be nearly proportional across income deciles, the LAP tax disproportionately affected the poorest households. Revenue recycling through reduced social security contributions improved overall economic efficiency but tended to worsen the distributional equity, particularly for the GCC tax scenario.

The Uniform World Model (UWM) is a simplified environmental impact assessment tool designed to calculate health impacts and damage costs from air pollution. It uses a few key input parameters and assumes a uniform distribution of receptors to provide a transparent alternative to complex 'black-box' software. The author validates the UWM by comparing its results with established models like CALPUFF, ISC3, EMEP, and GAINS across various scales and regions, including Europe, China, India, and the USA. Findings indicate that the UWM is robust, typically falling within a ±50% deviation range, and is particularly accurate for regional or continental estimates and tall stack emissions.

The Powerplant Impact Estimator (PIE) is a software tool designed to quantify the human health and economic benefits of reducing fine particulate matter (PM2.5) emissions from US electric generating units. It employs a three-step damage function approach: modeling changes in ambient air quality using a Source-Receptor (S-R) Matrix, calculating reductions in adverse health effects via epidemiological concentration-response functions, and assigning economic values to these avoided effects using cost-of-illness and willingness-to-pay metrics.

The report assesses three primary stressors—air pollution, energy generation, and pesticides—and their capacity to degrade ecosystem services like crop production, pollination, and nutrient cycling. It argues that these pressures create significant barriers to achieving MDG 1, particularly in South Asia and Sub-Saharan Africa. The analysis highlights that while universal modern energy access is financially feasible and would reduce ecosystem pressure, current trends in air pollution and uncontrolled pesticide use pose severe risks to food security and biodiversity.

The study uses the SIMSDAIRY and LEGGRAZE models to project the impact of climate change on UK dairy systems across four time-slices (baseline, 2020s, 2050s, and 2080s). Findings indicate a general decrease in nitrous oxide (N2O) and overall greenhouse gas (GHG) emissions per litre of milk, but an increase in ammonia (NH3) emissions and nitrate (NO3) concentrations in leachate. While farm profitability and soil quality are projected to improve due to increased land productivity and altered rainfall patterns, the study highlights a trade-off with increased acidifying gases and water pollution.

Africa possesses significant critical minerals (30% of global reserves) and solar resources (60% of global resources), yet contributes only 2% of global manufacturing value added. The document asserts that green industrialization requires systems-level policy coordination, treating finance as industrial policy, and utilizing Digital Public Infrastructure (DPI) to improve competitiveness. It highlights successful examples, such as South Africa's REIPPPP attracting over $14 billion in private investment and Morocco's $32.5 billion in approved green ammonia, steel, and fuel projects. With energy demand projected to increase by one-third by 2030, the text emphasizes the need to shift from exporting raw materials to domestic processing and manufacturing to generate more jobs and long-term value.

The report examines the transition of global shipping to zero-carbon fuels, specifically hydrogen and ammonia. It identifies a 'chicken-and-egg' dilemma where infrastructure investment depends on demand, and demand depends on supply. The analysis evaluates several major ports—including Rotterdam, Jebel Ali, Los Angeles, Houston, Tokyo, Shanghai, and Hong Kong—based on their trade connectivity, technological capacity for fuel production, and policy support. It concludes that while blue hydrogen is currently the most realistic large-scale production pathway, green hydrogen is promising in regions with cheap renewables like the UAE and Australia. The report recommends establishing trans-oceanic coalitions, partnering fuel suppliers with shipping companies along major trade routes, and leveraging public finance to de-risk infrastructure investments.

The document outlines the established safety protocols for transporting ammonia by sea and the necessary developments for its adoption as a marine fuel, emphasizing the management of its toxicity.

The Clean Air Task Force (CATF) aims to reduce anthropogenic methane emissions from agriculture, fossil fuels, and waste to slow global warming. The strategy focuses on driving global action via policy and markets, developing cross-cutting capacity for funding and research, and strengthening multilateral commitments like the Global Methane Pledge. CATF seeks $25.5 million over three years to expand its technical, policy, and communications teams to implement these goals.