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The document explains that biofuels are intended to reduce, rather than replace, fossil fuel use, particularly in hard-to-electrify sectors like aviation and shipping. It distinguishes between three generations of biofuels: first-generation (food-based), second-generation (waste-based), and third-generation (algae-based). While they can reduce emissions if produced sustainably, first-generation fuels can increase deforestation and biodiversity loss. The guide highlights regional production patterns in the Americas, noting Brazil's leadership in sugarcane ethanol and Colombia's role in palm oil biodiesel.

The Clean Air Task Force (CATF) recommends a cautious, safeguard-driven integration of permanent carbon removals (specifically DACCS and BioCCS) into the EU ETS to avoid deterring direct emissions reductions. The briefing argues for expanding the ETS scope to include extra-EEA flights, vessels above 400 gross tonnage, and municipal waste incineration and landfills. It specifically highlights the need to address non-CO2 aviation impacts, such as contrails, through financial incentives and robust monitoring. To support the transition, CATF suggests earmarking aviation ETS revenues for sustainable aviation fuels (SAF) and maintaining SAF allowances beyond 2030.

The document analyzes Nigeria's transport sector, which is heavily dependent on fossil fuels and accounts for 24% of national GHG emissions. It evaluates current policies, emerging green initiatives like the P-CNGI and Lagos E-Mobility Project, and provides recommendations for integrating climate action into national transport planning, drawing on lessons from Ethiopia and Kenya.

The UK's hydrogen strategy requires a course correction to prioritize hard-to-electrify sectors and resolve policy misalignments across government departments. While the UK has established production targets and funding streams like the Hydrogen Allocation Rounds (HAR), inconsistent frameworks between the Department for Energy Security and Net Zero (DESNZ) and the Department for Transport (DfT) create investment barriers. The document warns that slow policy delivery and high energy costs risk turning decarbonisation into deindustrialisation, as seen in the shutdown of the UK ammonia industry. It recommends integrating hydrogen strategy with broader industrial decarbonisation, aligning low-carbon fuel standards, and increasing stakeholder representation in decision-making bodies like the Hydrogen Delivery Council.

RMI highlights the transition from climate commitments to action across several global regions. China is leading in renewable deployment and clean tech exports, while Brazil focuses on low-carbon shipping and ambitious NDCs as the COP30 host. India is pursuing energy independence by 2047 through clean mobility and cooling innovations. Southeast Asia is scaling clean infrastructure and battery storage, and the United States continues to see subnational progress in grid optimization and clean industrialization despite federal delegation concerns.

The report examines the intersection of Africa's blue economy and climate change, highlighting vulnerabilities in fisheries, maritime transport, and tourism. It argues for a transition toward renewable ocean energy, the expansion of blue carbon initiatives, and the implementation of integrated, regional governance to mitigate economic risks and environmental degradation.

The report identifies fragmented policies and challenged economics as primary barriers to the US hydrogen industry's scale-up, risking a loss of global leadership. It suggests that federal and state policymakers should maintain incentives, promote exports, and increase demand-side supports across sectors such as steel, aviation, and maritime shipping to secure supply chains and expand the industrial base.

The policy brief outlines the critical role of maritime transport in Africa's blue economy and the threats posed by climate change, including sea level rise and new global emissions regulations. It advocates for a new continental maritime governance framework to coordinate decarbonisation and resilience efforts. Key recommendations include transforming ports into green logistics hubs, implementing climate risk assessments in infrastructure design, and securing sustainable financing for fleet and port modernisation.

The policy brief argues that CARICOM lacks a cohesive trade strategy aligned with the global 'Sustainability and Inclusiveness' (S&I) agenda. It analyzes the region's economic vulnerabilities—including small market size, dependence on fossil fuels, and climate risk—and evaluates existing trade agreements like the Revised Treaty of Chaguaramas and the CARIFORUM-EU EPA. The authors recommend a regional approach that integrates trade with policies on energy, climate change, the blue economy, and food security, while increasing the participation of non-traditional stakeholders such as MSMEs and civil society.

Ammonia is essential for global food security via fertilizers and is emerging as a critical low-carbon energy carrier and maritime fuel. While current production relies on fossil fuels—contributing over 1% of global GHG emissions—the transition to 'green ammonia' via electrolysis and renewable energy offers a path to carbon neutrality. RMI forecasts a 113% increase in US ammonia production by 2030, driven by hydrogen exports to the EU and the adoption of ammonia-powered shipping, provided that technical challenges and NOx/N2O emissions are managed.

The EU Emissions Trading System (EU ETS) is a cap-and-trade mechanism designed to reduce greenhouse gas emissions in the power, heavy industry, aviation, and maritime sectors by pricing pollution. It operates by setting a decreasing cap on total emissions, divided into EU Allowances (EUAs), which companies can trade or buy at auction. While the system has raised over €152 billion since 2005, its effectiveness has been historically hampered by an oversupply of permits and the extensive use of free allocations to prevent 'carbon leakage'. A separate system, ETS2, will be introduced in 2027 to cover buildings and road transport. The document highlights concerns regarding the environmental integrity of the current cap relative to the EU's carbon budget and the lack of transparency in how member states spend auction revenues.

The policy brief examines how Low-Carbon Fuel Standards (LCFS) can complement federal hydrogen investments by directing clean hydrogen toward high-priority sectors. It analyzes existing programs in California, Oregon, and Washington, providing four lessons for other states: regulating intrastate aviation fuel to move beyond biogenic feedstocks, phasing in maritime fuel regulation, managing biogenic feedstock demand to prevent indirect land use change, and implementing rigorous emissions accounting to avoid loopholes for blue and grey hydrogen.

The EU ETS will expand to shipping in 2024, applying the 'polluter pays principle' to cargo and passenger ships of 5,000 gross tonnage and above. The system covers 100% of emissions for voyages between EU ports and 50% for voyages between EU and non-EU ports. Costs will be phased in, starting with 40% of 2024 emissions paid in 2025, reaching 100% by 2027. While CO2 is covered from 2024, methane and nitrous oxide will be included from 2026. Revenue will support the Innovation Fund and member state climate projects, with specific exemptions for ice-traveling ships, certain outermost regions, and small island ferries until 2030.

The report examines the vulnerability of global trade infrastructure to climate change, highlighting that maritime, land-based, and air transport are all exposed to acute and slow-onset hazards. It identifies critical 'chokepoints' in global supply chains, particularly for food and raw materials, and notes that current adaptation efforts by governments and businesses are insufficient. The document argues for a systemic, global approach to climate-proofing trade infrastructure to prevent catastrophic economic losses and support the low-carbon transition.

The report finds that importing large quantities of low-carbon hydrogen to Europe is expensive and energy-inefficient due to hydrogen's low volumetric energy density. Pipeline transport is consistently more cost-effective than maritime shipping, with Norway and Algeria identified as the most competitive pipeline sources. Among maritime options, ammonia is the lowest-cost carrier, with the Arabian Gulf being the most economical exporter. The analysis suggests that importing LNG to produce hydrogen at the point of import may be more feasible than long-distance hydrogen transport. CATF recommends that the European Commission re-examine its 2030 target of 20 million tonnes of clean hydrogen per year, as it may lack a clear basis.

The guide describes 'book and claim' as a flexible chain of custody model where producers 'book' emissions savings from clean fuels or materials in one location, and customers 'claim' those benefits for climate disclosures elsewhere via certificates. This system is designed to channel finance into nascent decarbonization technologies, such as sustainable aviation fuel (SAF), by allowing corporations to cover the price premium of cleaner alternatives when physical offtake is impractical. To ensure accountability, the system relies on independent verification of the physical supply chain, the use of registries to prevent double counting, and adherence to standardized reporting guidelines.

The report examines Sweden's maritime sectors—including blue food, offshore energy, tourism, and shipping—and argues for a shift from a sector-based approach to a multifunctional, ecosystem-based model. It identifies significant growth potential in offshore wind and sustainable aquaculture but warns that the current state of marine ecosystems is dire. The document recommends national coordination of marine spatial planning, the adoption of net-zero goals for maritime transport, and the modernization of regulatory frameworks to support circular and fossil-free technologies.

The report details a co-creation process between Kalmar municipality and the Stockholm Environment Institute to align a new mobility strategy with the Agenda 2030 goals. The strategy aims for a transport mode split of 60% walking, cycling, and public transport and 40% cars by 2035. Analysis indicates strong positive impacts on public health and sustainable cities, though risks include social polarization among car-dependent groups and potential conflicts over land use for biodiversity. Key recommendations include implementing '15-minute city' planning, enhancing fossil-free maritime transport, and using life-cycle analyses in procurement.

Global Shipping Watch is a data platform that matches cargo records with AIS vessel movements to attribute maritime emissions to specific companies, products, and routes. It aims to overcome barriers to decarbonization by providing transparency for scope 3 emissions reporting and sustainable supply chain management. The initial 2019 data release covers US imports and exports, as well as exports from Brazil, Chile, Peru, and Indonesia.

A broad industry-NGO coalition is calling for the EU to introduce a minimum quota of 6% sustainable and scalable hydrogen fuels by 2030 within the FuelEU Maritime Regulation. The coalition argues that the current proposal fails to guarantee the competitiveness of e-fuels and risks promoting cheaper, unsustainable alternatives. They emphasize that the maritime sector requires clear targets and incentives to move away from fossil fuels and establish a scalable global market for zero-carbon fuels.