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The briefing identifies four primary technical approaches to achieve net-zero industrial emissions by 2050: efficient material use, high-quality recirculation using renewable energy, new production processes, and carbon capture and use/storage (CCUS). It argues that the decarbonisation of energy-intensive sectors—including oil, mining, shipbuilding, steel, chemicals, and machinery—is essential for Europe to meet its climate goals. To facilitate this, the document recommends that policymakers provide strategic clarity on hydrogen and biomass, unlock investment, implement carbon pricing to create market demand, and align infrastructure plans with the transition.

The briefing positions hydrogen as a necessary partner to electrification in the energy transition, particularly for heavy industry and long-range transport. It details the transition from fossil-fuel-based 'grey' and 'blue' hydrogen to 'green' hydrogen produced via renewable-powered electrolysis. The text highlights hydrogen's potential to decarbonize mineral extraction and steelmaking, while noting that global production must scale significantly from current levels to align with science-based climate pathways.

The analysis finds that available clean fuels, including electricity, ethanol, biodiesel, and renewable diesel, could support a 11.2 percent reduction in average carbon intensity by 2028. Under an 'Accelerated Progress Scenario', reductions of 13.1 percent by 2028 and 16.5 percent by 2030 are achievable. The study also models the impact of electric vehicle (EV) penetration, noting that a 'High EV' scenario could reach a 15.9 percent reduction by 2030, while a 'Low EV' scenario would reach 11.1 percent. Additionally, the report estimates that credit values at $100 per metric ton of CO2 equivalent could fund EV rebates growing from $2,200 per vehicle in 2022 to $3,000 in 2028.

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 Government of Canada's proposal for a Clean Fuel Standard (CFS) received strong stakeholder support, with broad agreement on the necessity of contributions from all economic sectors to meet national emission reduction targets.

The author advocates for the FUTURE Act, asserting that carbon capture utilization and storage (CCUS) is a "critical-path technology" for climate change mitigation, particularly for power plants and industrial emissions. The document argues that current tax credits are ineffective due to low credit levels and caps, and that the proposed legislation would drive innovation and cost reduction by raising credit levels and implementing time-limits. The author notes broad bi-partisan and cross-sector support for the bill, including from energy companies, labor unions, and environmental groups.

The document examines how California's LCFS and Cap-and-Trade Program work together to reduce transportation emissions. The LCFS mandates a reduction in the carbon intensity of fuels, while Cap-and-Trade puts a price on carbon and generates revenue for clean technology investments. The author argues that neither policy is sufficient alone and recommends extending both to 2030 to provide the stability needed for long-term infrastructure and vehicle transitions.

The briefing argues that deep decarbonisation in Europe's energy-intensive industries is technically possible through process, product, and business-model transformations, though it requires strong public policy and funding. It details specific pathways for the chemical sector (bio-based feedstocks and circularity), steel (HIsarna, hydrogen-based DRI, and scrap-EAF production), and cement (calcium looping CCS and clinker substitution). It specifically recommends strengthening the EU ETS Innovation Fund to support the commercialisation of these capital-intensive technologies by 2030.

The document outlines various energy storage technologies—including pumped hydro, batteries, thermal, compressed air, flywheels, and hydrogen—detailing how they balance electricity supply and demand. It highlights the transition from a reliance on pumped hydroelectric storage toward rapidly scaling lithium-ion batteries, noting a 72 percent drop in battery capital costs between 2015 and 2019. The guide argues that energy storage enhances grid reliability, enables higher renewable energy integration, and provides community benefits by replacing polluting fossil fuel 'peaker' plants and increasing resilience against extreme weather.

The briefing proposes that China can avoid energy insecurity and pollution by 'reinventing fire'—transitioning from fossil fuels to energy efficiency and renewables. It identifies three key areas for transformation: oil-free mobility, integrative design for buildings and industry, and redefining the electric grid. The text focuses on oil-free mobility, suggesting that combining vehicle lightweighting (using carbon-fiber composites) with electrification can reduce energy needs by half to two-thirds and make electric vehicles more economic. It also emphasizes the need for logistics optimization to address low loading rates and the use of advanced biofuels or hydrogen for heavy-duty transport where electrification is not viable.

The policy brief proposes a 'feebate' system—where inefficient vehicles are surcharged and efficient ones are rebated—to overcome consumer discounting of long-term fuel savings. It outlines design recommendations from an RMI-hosted expert forum, including size-neutrality and manufacturer-level implementation. The brief cites France's 'bonus-malus' program as a successful example that significantly reduced new vehicle CO2 emissions, while noting that a U.S. version should prioritize technological innovation across all vehicle sizes rather than just shifting buyers to smaller cars.

The authors oppose a proposal by Colorado State Representative Carl Miller to increase coal use, arguing that coal plants are expensive, polluting, and slow to implement. They propose a transition toward energy efficiency, which could save up to 70% of current electricity use, and distributed energy resources including wind, solar, bio-fuels, and fuel cells. The text highlights the success of wind energy programs in Colorado, such as those by Holy Cross Energy and Public Service Company, as evidence of the viability of a free-market approach to clean energy.

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 Build Back Better Act (H.R. 5376) allocates $555 billion to climate change and clean energy to reduce emissions by over one billion metric tons by 2030. The legislation employs a sector-wide approach, providing tax credits and grants for zero-emission vehicles, clean hydrogen, carbon capture (via enhanced 45Q credits), and renewable energy. It specifically targets the decarbonization of heavy industry, the power sector—including support for existing nuclear plants—and agricultural and forestry sequestration, while directing 40% of investment benefits to disadvantaged communities.

The document identifies critical infrastructure barriers to the clean energy transition and details CATF's strategies to overcome them through policy advocacy, research, and stakeholder engagement, requesting $12 million in funding over three years to support these efforts.

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.

Superhot rock energy involves injecting water into deep, dry rock (above 400°C) to extract thermal energy for power, heat, or fuels. It offers higher energy density than conventional geothermal, with single-well potentials of 35 MW or more compared to 3-5 MW. The Clean Air Task Force (CATF) aims for commercial demonstration this decade, suggesting that $5+ billion in investment over ten years could prove its commercial potential and lead to 'geothermal everywhere' by mid-century.

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) is expanding its U.S. state policy program to help states implement federal climate funding and regulations, and to pass state-level policies such as clean energy standards. The program aims to address barriers like budget cuts and political headwinds to propel the U.S. toward a net-zero economy, requiring an annual budget of approximately $20 million.

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.