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The report identifies over 300 LNG projects in pre-construction and construction phases globally, with an estimated cost of US$797 billion. It highlights that the United States has become the world's leading LNG exporter in the first half of 2022 and hosts nearly half of all global export capacity under development. The document argues that this build-out contradicts international climate goals, risks creating stranded assets, and undermines U.S. national interests by increasing domestic energy prices and harming disadvantaged communities on the Gulf Coast. It further contends that 'clean' LNG proposals, such as carbon capture and storage (CCS) or hydrogen repurposing, are insufficient to address the full life cycle emissions of the fuel.

The policy brief contends that Germany cannot achieve climate neutrality by 2045 without carbon management technologies, including carbon capture and storage (CCS), direct air capture (DAC), and bioenergy with carbon capture and storage (BECCS). It highlights that current industrial emissions reductions are insufficient and that a lack of CO2 transport infrastructure and storage sites within Germany necessitates a strategy to connect to regional hubs in Northern Europe. The document further argues that carbon management is essential for decarbonizing the hydrogen economy—specifically through the use of blue hydrogen—and for producing the low-carbon industrial materials required for the renewable energy transition.

The brief warns that funding for blue hydrogen may conflict with Canada's goals to phase out inefficient fossil fuel subsidies by 2025 and reach net-zero by 2050. It recommends that subsidies for hydrogen based on natural gas without significant carbon capture and storage be ineligible for assistance, and that blue hydrogen only receive support if it matches the environmental performance and cost of green hydrogen.

The document examines Canada's approach to the hydrogen economy, specifically the tension between supporting 'blue hydrogen' (fossil fuel-based with carbon capture) and 'green hydrogen' (renewable-based). It argues that blue hydrogen is less environmentally effective due to methane leaks and high costs of carbon capture and storage (CCS), and is likely to be out-competed by green hydrogen by 2030. The author contends that subsidies for blue hydrogen constitute fossil fuel subsidies that undermine Canada's climate goals and net-zero 2050 target, recommending strict environmental and cost criteria for any public funding.

The Clean Air Task Force asserts that the EU's draft TEN-E regulation neglects geologic storage, which is essential for decarbonizing hard-to-abate sectors and achieving negative emissions. The author calls for the regulation to cover the full carbon capture and storage value chain, including various transport modes like ships and trucks, and to ensure non-discriminatory third-party access to infrastructure.

South Africa's Low-Emission Development Strategy (SA LEDS) 2050 establishes a framework to place the country on a low-carbon trajectory while ensuring socio-economic development. The strategy focuses on a 'peak, plateau and decline' (PPD) emissions trajectory, with a peak projected between 2020 and 2025. Key interventions span the energy sector (diversifying the electricity mix via the Integrated Resource Plan and REIPPP), industry (energy efficiency and carbon taxes), AFOLU (conservation agriculture and afforestation), and waste (waste-to-energy and recycling). The document emphasizes a 'Just Transition' to protect vulnerable workers and communities, supported by research into hydrogen, fuel cells, and carbon capture and storage. Implementation relies on a combination of domestic funding and international climate finance.

The paper examines the potential of end-use energy efficiency to displace primary energy supplies and reduce global carbon emissions. It argues that traditional economic models underestimate this potential by ignoring market failures and the benefits of whole-system design. The author demonstrates that integrating efficiency across an entire system—such as a building or a vehicle—can lead to 'expanding returns' where massive energy savings actually reduce total capital costs. The text advocates for a shift from price-centric policies to 'barrier-busting' and competitive markets for 'negawatts' (saved watts) to accelerate the transition to sustainable energy systems.

The document argues that the technical and economic barriers to a hydrogen economy have been largely resolved. It proposes a decentralized transition strategy starting with fuel cells in buildings and efficient vehicles, utilizing existing natural gas infrastructure as a near-term bridge to renewable sources. The author contends that hydrogen fuel cells are significantly more efficient than internal combustion engines, making hydrogen cost-competitive per mile driven despite higher energy costs per unit. The paper dismisses safety concerns, infrastructure costs, and environmental risks as myths, asserting that a well-designed transition would reduce oil dependence and carbon emissions without requiring a massive federal 'crash program'.

The paper discusses engineering strategies to mitigate climate change, focusing on energy production shifts, technical efficiency, and social changes, while analyzing the ethical risks of nuclear power and carbon capture.

Amory B. Lovins argues that the 10-20% hydrogen leakage rate assumed by Tromp et al. is unsupported and technically implausible. He contends that boiloff from liquid hydrogen (LH2) tanks does not equate to atmospheric emissions because it is used as fuel or catalytically oxidized. Furthermore, Lovins asserts that compressed gaseous hydrogen (GH2) is the industry norm due to superior economics, lower mass, and adequate range, whereas LH2 remains a niche technology with poor economic prospects.

Amory B. Lovins challenges the claim that a U.S. hydrogen economy requires a fourfold expansion of nuclear power. He argues that fuel cells will accelerate the decline of nuclear power by providing cheaper energy services. Lovins asserts that the hydrogen needs for the U.S. highway vehicle fleet could be met by wind turbines in North and South Dakota, and that an orderly transition to hydrogen would require less capital, land, and fossil fuels than a business-as-usual oil-based scenario. He further contends that wind power is more cost-competitive than new nuclear plants and that distributed energy resources offer greater economic value than centralized power stations.

The author contends that nuclear power has suffered a historic industrial collapse due to capital cost escalations and technical failures, making it uncompetitive against cheaper alternatives. The report highlights end-use efficiency as the most potent competitor, noting that well-designed industrial retrofits can save electricity at costs as low as $0.005/kWh. Other viable alternatives mentioned include combined-cycle gas turbines, wind power, and proton-exchange-membrane fuel cells. The author further argues that moving away from civilian nuclear commerce would reduce the risk of nuclear bomb proliferation by making the acquisition of 'bomb-kit ingredients' more conspicuous. Finally, the text asserts that nuclear power exacerbates global warming by displacing more cost-effective energy-saving options, thereby increasing the opportunity cost of climate mitigation.

The paper argues that the transition to a hydrogen economy can be accelerated by first deploying fuel cells in buildings for co-generation and then in 'Hypercars'—ultralight-hybrid vehicles that require significantly less fuel-cell capacity. This approach allows for a decentralized hydrogen infrastructure using existing natural gas and electricity grids, eventually scaling up to bulk supply from renewable sources or carbon-sequestering natural gas reforming.

The document outlines the role of carbon management in North Rhine-Westphalia's transition to climate neutrality by 2045, highlighting that industrial point sources will still emit 7 million tonnes of unavoidable CO2 even with all technical measures except CCS. It identifies two key carbon management clusters—the Rhine Cluster and the Westfalen Cluster—and emphasizes the need for CO2 transport infrastructure and storage sites, potentially in the Netherlands (Porthos) or Norway (Northern Lights). The state government's strategy includes reducing CO2 intensity, developing CO2-free technologies, sustainable CO2 use, and public discourse.

North Rhine-Westphalia, Germany's most CO2-intensive state, requires a carbon management strategy to reach climate neutrality by 2045. Even with maximum reduction measures, industrial point sources will emit 7 Mt of CO2 annually by 2045, rising to 35 Mt if biomass with carbon capture and storage (BECCS) is used. The state has identified two primary carbon management clusters—the Rhine Cluster (chemicals, steel, lime) and the Westphalia Cluster (cement, lime)—and is exploring storage options in the Netherlands and Norway.

This fact sheet outlines RMI's history of developing market-based solutions for energy efficiency and climate protection. Key achievements include the creation of the Hypercar concept to reduce oil dependence, the development of the Natural Capitalism framework for sustainable business, and the establishment of the LEED green building rating system. The organization has also worked extensively on military energy security, water efficiency, and the promotion of decentralized low-carbon power generation over nuclear energy.

The executive summary of 'Winning the Oil Endgame' argues that displacing all oil used in the United States would be more profitable than continuing to purchase it. The proposed roadmap involves doubling oil efficiency—primarily through ultralight vehicle design—developing a domestic biofuels industry, and utilizing natural gas and hydrogen as substitutes. The authors suggest that an investment of $180 billion over a decade could result in an annual gross economic benefit of $130 billion by 2025. To accelerate this transition, the document recommends policies such as 'feebates' for vehicles, scrap-and-replace programs for low-income citizens, and federal loan guarantees for automotive retooling.