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The report advocates for the development and deployment of zero-carbon hydrogen and ammonia to address sectors that are difficult to electrify. It details production methods such as steam methane reforming with carbon capture and storage (SMR+CCS) and electrolysis, while highlighting the scalability of ammonia due to existing global infrastructure. The document examines applications in heavy-duty transport, marine shipping, and grid-balancing, and calls for coordinated public-private initiatives to manage safety risks and establish supportive policy frameworks.

The paper introduces a method to calculate maritime shipping emissions by combining shipping manifest cargo data with Automatic Identification System (AIS) vessel tracking data. It demonstrates this approach using 2014 Brazilian exports, finding that shipping these goods added 25.99 million tonnes of CO2 to Brazil's reported emissions.

South Africa is attempting to leverage its unique geographic position to grow an 'oceans economy' through initiatives like Operation Phakisa, while simultaneously managing maritime security and international partnerships. However, the report finds that progress has been modest, hampered by eroding naval capabilities, a lack of an integrated national maritime strategy, and a policy focus that has disproportionately favored the Indian Ocean over the Atlantic. The document emphasizes the need for better coordination between government departments and stronger alignment with African Union and Indian Ocean Rim Association strategies to ensure sustainable 'blue economy' growth.

The Book of Abstracts compiles nearly seventy research proposals focused on the sustainable harnessing of the Blue Economy. The submissions are organized into four primary thematic areas: sustainable use of resources, climate action resilience, global connectivity and transportation, and blue economy and sustainable cities, with an additional focus on human resource capacity. The abstracts cover a diverse range of topics, including marine spatial planning, aquaculture development in Africa and Asia, the economic impacts of ocean acidification, and the role of scientific research in informing policy and investment. Geographically, the research spans global contexts with specific case studies from Kenya, Canada, Ireland, Bangladesh, Israel, China, and various Small Island Developing States (SIDS).

Royal DSM is developing patented bioconversion technologies, such as yeast and enzymes, to optimize biofuel production and maximize yields. In partnership with POET, the company established the first commercial-scale cellulosic biofuel plant in the United States, which converts corn crop residue into fuel. As a founding member of the below50 campaign, DSM advocates for a multi-stakeholder approach to overcome legislative and financial barriers to low-carbon fuels. The company argues that sustainable biofuels are essential for decarbonizing aviation, maritime, and road transport, particularly for existing combustion engine vehicles. DSM emphasizes that consistent and proactive government policies, such as the US Renewable Fuel Standard, are critical to providing the investment certainty needed to scale these technologies globally.

The document examines the nexus between the 'Blue Economy' and 'maritime security' within the African maritime domain, arguing that economic prosperity from ocean resources is dependent on the protection of marine resources, property, and life. It highlights that maritime insecurity—driven by criminal activities such as piracy, trafficking, and fisheries crime—acts as a barrier to economic growth. The author emphasizes the need for African states to move beyond contested definitions and adopt holistic national maritime strategies. A central recommendation is the ratification and implementation of the African Charter on Maritime Security, Safety and Development (Lomé Charter) to foster regional collaboration, information sharing, and capacity building.

The African Union (AU) has developed comprehensive maritime strategies, most notably the 2050 Africa’s Integrated Maritime Strategy (2050 AIMS), but implementation has stalled due to a lack of resources, expertise, and a clear conceptual definition of the 'blue economy'. The document highlights the failure of the 2050 AIMS Strategic Task Force (STF) to meet quorum or produce a road map, and the marginalisation of the interdepartmental task force within the Office of the Legal Counsel. To resolve this, the author recommends establishing a dedicated AU department of maritime affairs—potentially within the Department of Trade and Industry or Transport—and convening a conference in 2017 to align the AU's vision of the blue economy with Agenda 2063.

Togo has significantly reduced piracy since 2012 through increased naval patrols and international cooperation, recording no acts of piracy in 2015. However, the country faces ongoing challenges, including a struggling fisheries sector plagued by overfishing and poor resources, and an international ship registry that provides few local jobs and is linked to illicit fishing. While the Autonomous Port of Lomé maintains ISPS Code compliance and serves as a key transit hub for landlocked countries like Burkina Faso, it suffers from space constraints and poor internal road infrastructure. To sustain security, Togo established the National Organisation for State Action at Sea (NOSAS) in 2014, though hierarchical ambiguities persist between the maritime prefect and the advisor for the sea.

The document examines the African Union's (AU) efforts to 'Africanise' its maritime domain through AIMS 2050, specifically by proposing a continental cabotage regime to reduce foreign dominance in intra-African shipping. While proponents argue this would create jobs and economic independence, the paper identifies significant barriers, including inadequate port infrastructure, a lack of skilled seafarers, and limited political will, as evidenced by the low ratification rates of the African Maritime Transport Charter. It further analyzes the legal complexities regarding World Trade Organization (WTO) regulations and concludes that the proposed regime is currently 'ahead of schedule' due to the absence of necessary industrial and governance preconditions.

The policy brief examines the emergence of the Blue Economy as a central priority for African policymakers, specifically through the AU's 2050 Africa’s Integrated Maritime Strategy (2050 AIM Strategy). It identifies a significant challenge of fragmentation, where maritime ambitions span a complex array of sector-specific institutions and programmes. The author suggests that the 2050 AIM Strategy should link with the Indian Ocean Rim Association (IORA), which has recently undergone institutional renewal and adopted the Blue Economy as its top priority. The brief emphasizes that for these initiatives to succeed, they must avoid duplicating sector-specific efforts and instead focus on high-level integrated planning, improved communication platforms, and bolstered institutional capacity.

The document highlights the vulnerability of sub-Saharan African port infrastructure to climate hazards such as sea level rise, storm surges, and extreme rainfall. It notes that while the industry is aware of climate change, this awareness is rarely translated into practical planning. The brief recommends establishing a close dialogue between climate scientists and port practitioners, reviewing port master plans, and providing designers with simple, quantified projections of climate variables to improve long-term resilience.

The document outlines the 'blue growth' strategy of the European Commission and its application to Estonia, focusing on sectors such as international shipping, fisheries, renewable energy, aquaculture, tourism, minerals, and biotechnology. It highlights the tension between economic expansion—such as the growth in cruise tourism and offshore wind potential—and the ecological vulnerability of the Baltic Sea, which faces pressures from pollution, overfishing, and habitat loss. The briefing emphasizes the necessity of maritime spatial planning to balance these competing interests by 2020-2021.

The transport sector in Kenya, which accounts for approximately 10 per cent of GDP, is highly vulnerable to climate impacts such as flooding and sea level rise, while simultaneously contributing 10 per cent of national greenhouse gas emissions as of 2010. The document outlines specific physical risks to infrastructure, such as the warping of rail tracks from higher temperatures and damage to ports from storms, noting that the 1997-98 El Niño floods caused transport infrastructure damage of Ksh 62 billion. To mitigate emissions, which are projected to reach 19 per cent of total national emissions by 2030, the briefing recommends the 'avoid-shift-improve' approach, increasing fuel efficiency in vehicle fleets, and shifting freight from road to rail. It also highlights the potential and controversies surrounding biofuels in Kenya, specifically the 'food versus fuel' debate.

The submission advocates for carbon pricing in the international aviation and maritime sectors to reduce emissions and generate funds for climate action, while cautioning against the use of non-additional offsets based on experiences with JI and CDM.

The document argues that South Africa's status as an economic gateway is primarily driven by its geography and infrastructure, though this role is challenged by emerging regional and global competitors. It assesses South Africa's capacity as a hub for regional headquarters, logistics, sourcing, and finance, while examining the impact of transport corridors and trade policies on its regional dominance.

The report argues that a universally applied market-based instrument (MBI), specifically a cap-and-trade scheme, is the most effective and politically feasible way to address emissions from international transport. To comply with the principle of common but differentiated responsibilities (CBDR), the report proposes a governance structure where revenues or allowances are selectively disbursed to ensure no net incidence on developing countries. The remaining value would be transferred to the Green Climate Fund and used for fuel-efficiency improvements. The author concludes that an emissions trading system (ETS) is superior to levy-based systems because it avoids being classified as an international tax and does not require the direct funding of an international organisation or the hypothecation of national fiscal revenues.

The Climate Strategies Research Prospectus 2009 details a comprehensive program of academic research designed to support government decision-makers. The work is organized into three primary themes: industrialised country commitments and global market mechanisms (including carbon leakage and emissions trading system linkages), global engagement, technology and finance (focusing on the UNFCCC's Reformed Financial Mechanism and technology innovation centres), and industry-specific sectoral approaches (specifically the steel and maritime sectors). The organization operates as a not-for-profit network, convening international experts to provide independent, fact-based assessments for policy formation, with a particular emphasis on the European Union, North America, and the Asia-Pacific region.

The document assesses the transport sectors of SACU member states, highlighting a significant shift from rail to road and the strategic importance of South African infrastructure for landlocked neighbors. It identifies regulatory fragmentation and high logistics costs as primary barriers to trade. The report advocates for the implementation of the SADC Transport Protocol and provides a strategic framework for member states to align their national policies with the General Agreement on Trade in Services (GATS) to attract investment and improve efficiency.

The document analyzes the Brazilian transportation sector's shift toward low-carbon pathways, focusing on two key policies: the National Plan on Logistics and Transport (PNLT) and the Pro-Transport programme. While these policies were primarily designed for economic competitiveness and urban mobility rather than climate change, they offer significant greenhouse gas (GHG) mitigation co-benefits. The author argues that while national-level logistics infrastructure is easier to fund due to its impact on economic competitiveness, local-level public transport funding remains a challenge. The paper suggests that international cooperation, including the Clean Development Mechanism (CDM) and UNFCCC frameworks, could catalyze these efforts, particularly in electrifying rail and improving urban transit.

A coalition of environmental NGOs urges the U.S. and Chile to ensure their Free Trade Agreement does not weaken environmental laws or stimulate damage in sensitive sectors like forestry and mining. They propose incorporating the Precautionary Principle, rejecting investor-state dispute settlement mechanisms similar to NAFTA, and establishing mandatory reporting for pollutant emissions by foreign investors.