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The global transportation sector contributes 15-20% of greenhouse gas emissions, with 25-50% coming from vehicles difficult to power with batteries, such as aircraft, transoceanic vessels, and long-haul trucks. CATF aims to catalyze the transition to zero-carbon fuels (ZCF), including hydrogen and ammonia, and the necessary infrastructure. The organization's initial focus is on the U.S. and EU, with plans to expand to emerging economies. To implement these strategies, CATF seeks $6.5 million in funding over the next three years.

The Clean Air Task Force (CATF) identifies zero-carbon fuels like hydrogen and ammonia as essential for decarbonizing sectors where electrification is not commercially viable, such as aviation, maritime shipping, and ironmaking. CATF aims to overcome barriers including high costs, infrastructure gaps, and lack of policy support through a strategy that includes promoting hydrogen hubs, establishing clean fuel standards, and facilitating global trade. To implement these strategies over the next three years, CATF seeks $12 million in funding for capacity building, technical analysis, and support for first-mover projects.

The Clean Air Task Force (CATF) argues that the EU must adopt a diversified, options-based climate strategy to reach its 2050 net-zero goal, as relying on a single pathway increases risk. The document emphasizes the necessity of carbon capture and storage (CCS) and carbon dioxide removal (CDR) technologies, noting that no operational CO2 storage sites currently exist in the EU. CATF recommends a portfolio of zero-carbon fuels, nuclear fission, fusion, and superhot rock energy to ensure energy security and a reliable 24/7 carbon-free electricity grid. It specifically proposes separate targets for greenhouse gas emissions reductions, nature-based removals, and industrial removals to ensure transparency and durability. Additionally, the document advises against including methane in the EU Emissions Trading System (EU ETS) to avoid disincentivizing CO2 reductions, suggesting instead separate initiatives like an EU Import Standard for oil and gas.

The document advocates for a transition from heavy fuel oil and marine diesel to hydrogen and ammonia to reduce greenhouse gas emissions in the maritime sector. It criticizes LNG and methanol as unsustainable alternatives and calls for specific policy interventions in the Alternative Fuels Infrastructure Regulation (AFIR) and FuelEU Maritime to ensure infrastructure readiness by 2030 and create market incentives for zero-carbon fuels.

CATF advocates for the revision of the TEN-T Regulation to prioritise transport decarbonisation through binding requirements for zero-carbon refuelling and recharging infrastructure. The organisation emphasizes the need for synergy between TEN-T and other legislative frameworks like TEN-E and AFID to ensure the successful deployment of hydrogen and electrification across European transport networks.

The report details the financial mechanisms supporting over 100 planned petrochemical projects in the US, primarily in the Gulf South. It finds that a small number of global banks and asset managers provide the majority of this capital, despite mounting market overcapacity, litigation risks, and environmental harms. The document calls for immediate divestment and the adoption of strict climate-aligned policies by financial institutions.

The report argues that traditional economic tools, such as cost-benefit analysis and equilibrium models, are inadequate for the structural changes required by the energy transition. It proposes a shift toward 'Risk-Opportunity Analysis' and dynamic modelling that accounts for induced innovation and learning-by-doing. Based on successes in solar PV, LED lighting, and wind power, the authors outline ten principles for policymaking, emphasizing targeted investment, risk management, and adaptive policy packages. National case studies in Brazil, China, and India suggest that while decarbonisation has a negligible impact on overall system costs and GDP, the transition requires significant up-front investment and careful management of distributional impacts, particularly in coal-dependent regions.

India aims for net-zero emissions by 2070, with interim 2030 goals including 500 GW of non-fossil fuel capacity and 50% energy requirements from renewables. The transition faces significant hurdles, including a heavy reliance on coal (84% of power generation) and high import dependency for crude oil and solar components. Financial requirements are immense, estimated between USD 5.7 trillion by 2050 and USD 10.1 trillion by 2070. The report emphasizes the need for a 'just transition' to protect the livelihoods of approximately 13 million people dependent on coal mining and to address regional economic imbalances. Opportunities for acceleration include the green hydrogen policy, expansion of offshore wind, and the development of domestic energy storage manufacturing to reduce reliance on China.

The report details ADNOC's plans to increase oil production by 25% by 2030, identifying it as a major global expansionist whose activities are largely incompatible with IEA Net Zero scenarios. It highlights the involvement of international 'carbon majors' and banks in financing these projects, the use of carbon capture for enhanced oil recovery, and the threat posed to the Marawah Biosphere Reserve by the Ghasha Mega Project.

The document examines South Africa's nascent green hydrogen economy, positioning the country in the 'technological readiness' phase of market development. It argues that while some input manufacturing is emerging, there is a critical need for coordinated industrial and energy policies—including capital grants and electricity tax exemptions—to drive commercial production. A central focus is the Technical and Vocational Education and Training (TVET) sector, where the author identifies a 'wide chasm' between graduates and employment. The paper advocates for a shift toward 'anticipatory governance' and 'skills foresight' to better align vocational training with the evolving demands of the green hydrogen value chain, ensuring a just transition for workers displaced from the coal industry.

The report argues that Africa has a significant opportunity to transition from a 'pit-to-port' resource extraction model to a green industrialization strategy focused on solar PV, batteries, and electric vehicles. It highlights that while Africa holds approximately 30% of the world's essential transition mineral reserves, it lacks investment in manufacturing, with most clean-tech imports originating from G20 countries, particularly China. The document proposes a G20 Action Plan involving a financing roadmap, a dedicated partnerships platform, and reforms to international trade and technology access norms to enable African countries to build competitive local value chains and create millions of green jobs.

The Impact Benefits Calculator (IBC) is a tool integrated into LEAP that translates emissions scenarios into estimates of health and climate impacts. It utilizes parameterized results from the GEOS-Chem Adjoint model and standard concentration-response functions to calculate population-weighted PM2.5 concentrations and associated premature mortality. The tool is designed to be accessible to planners in the developing world, reducing complex modeling that previously required supercomputers to calculations that run in seconds. It currently supports 161 countries and analyzes pollutants including CO2, methane, black carbon, and nitrogen oxides.

The document outlines the requirements for using the Integrated Benefit Calculator (IBC) with LEAP, specifying that it supports 161 countries and requires national or multi-national scale areas. It details the necessary pollutant accounting—including CO2, methane, and various short-lived climate pollutants—and the specific data structure (Tree branches) required for the tool to function. Once configured, IBC allows users to analyze premature mortality, crop losses, and temperature changes based on geographic sources and pollutant contributions.

The report examines the viability of green fertilizer in Kenya, noting that it is currently about 20% more expensive than conventional options, largely due to high capital costs. It warns that without policy and financial interventions, these costs could negatively impact farmer productivity and livelihoods.

The document examines clean hydrogen as a complementary solution to electrification for decarbonizing US freight transport. While facing hurdles in cost, infrastructure, and storage, hydrogen is positioned as a leading solution for long-haul and heavy-duty transport by mid-century. The paper details specific applications across road, maritime, air, and rail sectors, while emphasizing that climate benefits depend on the use of low- and zero-carbon production feedstocks.