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The report examines the impact of clean industrial hubs in California and Texas on first-of-a-kind projects, noting that 50% of supported projects reached a final investment decision compared to a 20% global average. It argues that these hubs mobilize investment and reduce emissions by creating enabling ecosystems for innovative first movers across sectors such as hydrogen, sustainable aviation fuel, and low-emissions steel.

The document argues that Poland, as Europe's third largest hydrogen producer, must transition from carbon-intensive production to a clean hydrogen economy to decarbonise its industrial and transportation sectors. It recommends prioritising 'no regrets' sectors, adopting a technology-neutral production approach, and carefully planning imports via pipelines or ammonia to manage limited domestic resources.

The marine shipping industry, responsible for about 3% of global GHG emissions, is under pressure to decarbonize following new targets from the EU and the IMO. The Clean Air Task Force (CATF) highlights that dual-fuel engines, which can run on conventional fuel as well as alternatives like methanol and ammonia, are becoming a standard design to provide flexibility over a ship's 30-plus-year lifespan. CATF's analysis indicates that ammonia-fueled ships could nearly fully decarbonize at a lower lifetime fuel cost than heavy fuel oil if carbon pricing is in place. To achieve these goals, the document recommends a clean marine fuel standard that mandates minimal upstream emissions, ensures safe bunkering, requires on-board pollution controls for gases like nitrous oxide, and uses economic incentives like a low carbon fuel standard to manage the higher costs of zero-emission fuels.

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 American Clean Energy and Security Act of 2009 (ACES) proposes a cap-and-trade system to reduce US greenhouse gas emissions to 17% below 2005 levels by 2020 and 83% by 2050. While power plants and fossil fuel producers are capped, bioenergy from renewable biomass is exempt, and agriculture and forestry sectors can generate carbon offsets. The bill introduces a combined Efficiency and Renewable Electricity Standard requiring 20% renewable energy by 2021, expands the definition of renewable biomass for the Renewable Fuels Standard, and authorizes funding for woodstove replacements, the National Bioenergy Partnership, and strategic tree-planting.

On August 5, 2002, a NAFTA Chapter 11 tribunal issued an interim ruling in the Methanex vs. United States case, determining that it lacked jurisdiction over the original claims because there was no "legally significant connection" between California's MTBE ban and Methanex, which only supplied a component (methanol) for the regulated product. The tribunal rejected the notion that indirect economic impacts are sufficient to establish jurisdiction under Article 1101. However, it left open a narrow path for jurisdiction if Methanex can prove a specific "intent" to discriminate against the company in favor of a domestic competitor. The author notes that while the ruling does not exempt public welfare measures from challenge, it limits the range of potential claimants by excluding those only indirectly affected.

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.

The report concludes that EU capacity ceilings are not a major obstacle to decarbonisation, as most Member States have available room to increase gross tonnage (GT) and kilowatt (kW) capacity. It proposes a stepwise transition: first improving energy efficiency (reducing fuel use by ~30%), then adopting hybrid solutions (potentially reducing emissions by 79% combined), and finally moving toward full decarbonisation using alternative fuels like methanol. The authors argue that decommissioning fuel-inefficient vessels to combat overfishing creates a 'win-win' by freeing up capacity for the energy transition.

This fact sheet identifies 20 potential sources for hydrogen production and categorizes them by the technical process used to extract or create the gas, ranging from steam methane reforming and gasification to electrolysis and photobiological water splitting.

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.