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Global Shipping Watch is a data platform that matches cargo records with vessel movements from the Automatic Information System (AIS) to attribute maritime emissions to specific companies, products, and countries. By addressing the previous inability to associate emissions with individual cargo owners, the tool aims to improve scope 3 carbon reporting and life-cycle analyses. The initial 2019 data release covers US imports and exports, as well as exports from Brazil, Chile, Peru, and Indonesia.

The document details discussions within the TRAN committee on two key legislative files: the AFIR and RED II. For AFIR, members debated the inadequacy of previous charging station targets, the need for higher power outputs, and the role of LNG in heavy-duty transport. Regarding RED II, the committee discussed increasing the renewable energy share to 40% by 2030, the controversial inclusion of low-carbon fuels, and the prioritization of electrification for road transport versus synthetic fuels for aviation and maritime sectors.

The report analyzes the relationship between transport infrastructure and employment in Brazil from 1990 to 2019. Using a 'market access' methodology, it finds that increased connectivity positively impacts employment, particularly in poorer and more isolated regions, thereby potentially reducing regional inequality. The study highlights that tradable sectors, such as agriculture and manufacturing, benefit most from these improvements.

The document outlines discussions within the Committee on Environment, Public Health and Food Safety on key EU climate policies. Key topics include the distinction between primary and secondary wood biomass, the implementation of a Carbon Border Adjustment Mechanism (CBAM) to prevent carbon leakages, the decarbonization of aviation through Sustainable Aviation Fuels (SAFs), and the ambition levels for greenhouse gas emission reductions by 2030. It also covers the EU Forest Strategy for 2030, the role of wind technology in maritime transport, and the need for higher targets in the aviation sector to align with FitFor55 goals.

The proposal seeks EUR 448,519.00 over 18 months to address capacity gaps in Thailand's transport and health sectors regarding GCF project development. It aims to produce two high-quality concept notes—one for e-mobility in transport and one for resilient health facilities—while conducting a National Readiness Needs Assessment and training at least 45 experts. The project is implemented by GIZ and coordinated with the Office of Natural Resources and Environmental Policy and Planning (ONEP).

The document asserts that only hydrogen produced from 100% renewable electricity is a true climate solution, though it remains energy-intensive and costly. It warns that current hydrogen production is dominated by fossil-fuel-based steam methane reformation and that 'blue' hydrogen may have a higher greenhouse gas footprint than burning natural gas or coal for heat. The author recommends prioritizing direct electrification for transportation and buildings, reserving green hydrogen for maritime shipping, aviation, high-heat industrial processes, and long-distance trucking.

The report examines gender inequality in the African maritime sector, highlighting that current frameworks often equate gender equality solely with women's inclusion. It advocates for an intersectional analysis—considering race, age, and class—to address the systemic exclusion of youth and other marginalised groups. The document reviews African Union maritime instruments, finds a lack of implementation and data, and provides examples of gender-sensitive initiatives in fisheries and coastal management.

The report analyzes the role of hydrogen in the energy transition, contrasting 'green hydrogen' (produced via renewable-powered electrolysis) with the current industry standard of steam methane reformation (SMR) from fossil fuels. It warns that the oil and gas industry uses hydrogen rhetoric to justify continued fossil fuel infrastructure and delay electrification. The authors argue that green hydrogen should be reserved for 'hard-to-electrify' sectors like maritime shipping and high-heat industrial processes, while being rejected for use in passenger vehicles, home appliances, and gas-fired power plants due to energy inefficiency, high costs, and pollution risks.

The document argues that the European Union can legally eliminate fuel tax exemptions for vessels, including fishing boats, even in international waters. It refutes claims that such a move violates UNCLOS Article 89 by asserting that EU-flagged vessels remain under flag-state jurisdiction and non-EU vessels can be linked to the EU via the port where they refuel. Furthermore, it concludes that UNCLOS lacks the 'direct effect' necessary for individuals or companies to legally challenge these tax changes in court. The briefing also notes that while the International Maritime Organization (IMO) is slow to implement global levies, strong EU regulation often accelerates international consensus.

The analysis identifies significant potential for hydrogen adoption in Estonia's transport, industrial, energy, and building sectors. Under an ambitious scenario by 2050, Estonia could avoid 2.2 to 4.4 million tonnes of CO2 emissions and create up to 42,432 jobs, requiring total investments between 22.4 and 44.7 billion euros. The report highlights shipping and rail transport as high-potential areas due to technology maturity and high energy demand, while suggesting that ammonia and methanol production could turn Estonia from an importer to an exporter. Achieving these goals would require substantial increases in renewable electricity capacity, potentially doubling current demand projections, and a comprehensive national hydrogen strategy to coordinate regulatory and financial support.

The strategic environmental assessment (SEA) concludes that the Transport and Mobility Development Plan 2021-2035 generally supports environmental goals, though its high level of generality creates uncertainty regarding the actual realization of these benefits. The plan aims to reduce the transport sector's environmental footprint by shifting freight from roads to rail and sea, increasing the share of public and active transport to 55% by 2035, and reducing transport CO2e emissions to 1,750 kt by 2035. Key environmental concerns include the potential for increased car use due to road infrastructure improvements and the impact of new infrastructure on biodiversity and the Natura 2000 network. The report recommends a stricter application of the '4-step principle' for infrastructure investment and the definition of clear priorities to ensure environmental goals are not superseded by demands for road convenience.

The document advocates for a global carbon price on shipping to drive decarbonisation, suggesting that such a measure must avoid offsets and free permits while using revenues to fund green infrastructure and support vulnerable nations through rebates rather than exemptions.

The document provides a comprehensive synthesis of the 2018 Global Sustainable Blue Economy Conference's Science and Research Symposium. It argues that a sustainable blue economy—defined as the productive and sustainable use of oceans, seas, lakes, and rivers—must be grounded in multidisciplinary science and public-private partnerships. Key focus areas include the sustainable extraction of deep-sea minerals, the mitigation of climate change through blue carbon ecosystems (mangroves, seagrasses, and seaweed), and the modernization of maritime transport through AI and robotics. The report emphasizes the need for capacity building in the Global South, particularly in Africa, and proposes the establishment of a Global Blue Economy Investment Facility to mobilize finance and technology transfer.

The document outlines the legal framework provided by UNCLOS for landlocked states to secure access to the sea and exploit living resources in the exclusive economic zones (EEZ) of coastal states. It emphasizes that while UNCLOS establishes general rights, the practical implementation depends on negotiated agreements between landlocked and transit states. The brief highlights the importance of mutual benefit, citing the Ethiopia-Djibouti agreement and the Walvis Bay Corridor Group as successful models of cooperation in Africa.

The report identifies cultural, structural, and workplace barriers that marginalise women in the male-dominated maritime sector in Africa. It highlights a critical lack of gender-disaggregated data and the phenomenon of 'sea blindness' as obstacles to visibility and recruitment. Using South Africa as a primary case study, the report suggests that the United Nations' Women, Peace and Security (WPS) agenda can provide a framework for improving women's inclusion. Key recommendations include launching public awareness campaigns, implementing gender-sensitive budgeting, and creating mentorship programmes to bridge the gender gap.

The author advocates for the EU to integrate shipping into its carbon market through the EU ETS, combined with a dedicated decarbonization fund and a binding carbon intensity target. While acknowledging that the EU ETS alone is insufficient, the document suggests these combined measures would stimulate innovation and provide a global example for carbon pricing in shipping. The author warns against free pollution permits, offsetting, and funding for fuels that cannot be produced in climate-friendly ways, urging the EU to lead despite the slow pace of the International Maritime Organisation.

The project aims to shift Montenegro's transport paradigm toward low-carbon mobility through two main outputs: the design of an integrated, high-quality public transport system and the increased deployment of electric cars. It targets the reduction of 77,000 tCO2e in direct emissions over 10 years and 468,000 tCO2e in indirect emissions over 20 years. The strategy involves regulatory reforms, such as a carbon-based vehicle circulation tax, and financial incentives provided by the Green Climate Fund and the national Eco-Fund to make electric vehicles and buses financially attractive. Key targets include the procurement of 70 electric or hybrid buses and 1,300 electric cars for individuals, corporations, and public administration.

The author contends that the EU must integrate shipping into its carbon market by 2023 because the IMO has postponed concrete actions, such as slow-steaming. The text highlights the significant emissions of the shipping sector and suggests that carbon pricing, potentially as a tax, could effectively reduce CO2 emissions and generate revenue for research and development.

The Red Sea is a complex geopolitical environment characterized by state-to-state rivalries, external military presence, and a perceived gap in maritime management. While shipping has remained largely undisrupted, threats persist from the war in Yemen, piracy, and violent extremist organizations. The report argues that existing regional organizations like IGAD and the AU have limited mandates or internal challenges, suggesting that new cooperative mechanisms should start with narrow mandates, prioritize information sharing, and include all relevant littoral and non-littoral stakeholders to avoid duplication and respect national sovereignty.

The author advocates for a shift away from 'hyper-globalisation and ultra-liberalism' toward a trade system that prioritizes climate sustainability, data protection, and regional empowerment. Key concerns include the projected tripling of transport emissions by 2049 and the need for a multilateral alternative to current trade wars and protectionism.