According to the International Air Transport Association (IATA), more than 85 producers in 130 countries have announced more than 30 related renewable fuel projects. Each project has announced an intention or commitment to produce SAFs within its broader portfolio of renewable fuel products, and there is typically a three-to five-year lag between the project announcement and its commercialization date.
The International Air Transport Association (IATA) said that airlines need a global regulatory framework to drive energy production investment, or will not get the aviation energy transition required for renewable fuel share.
In the aviation and maritime transport sector, calls for policy intervention to advance the decarbonization agenda and send investment signals to energy and capital markets have been increasing.
Willie Walsh, Director-General of lATA, said: "We need governments to take action to ensure that sustainable aviation fuels (SAFs) receive their fair share of production. He added that production incentives are first needed to support the energy transition of the aviation industry, and there is a need to continue to approve more diversified SAF production methods and raw materials.
Marine will liquefied natural gas (LNG), methanol and ammonia as its low-carbon and zero-carbon alternatives, while aviation will focus on the fuel, collectively known as SAF, is expected to 2050, SAF will provide the required carbon reduction level of 62%.
With the world's governments at the International Civil Aviation Organization (ICAO) agreeing on the long-term ideal of achieving net zero emissions by 2050, this means establishing a policy framework to ensure that the aviation industry in the SAF to obtain renewable energy production required share.
The procurement of fuel for flights to and from Europe will become increasingly important in after an agreement is reached, which sets out the fuel expectations of airlines for flights within and leaving the EU between 2025 and 2050. Under the Aviation Green Fuel-Gas Act (ReFuelEU), all flights departing from EU airports must use a minimum percentage of SAF, starting from 2% in 2025, rising to 6% in 2030 and gradually rising to 70% in 2050.
European regulators step up efforts
the European Commission is leading the way in terms of legislation, it has included aviation emissions in its Emissions Trading System (EU ETS) since 2012. Airlines must pay for emissions from flights within Europe, Britain and Switzerland, where the current carbon price is around 100 euros ($106) per tonne of carbon.
While air and maritime agencies have proposed decarbonization targets, regulators are coming under increasing pressure.
Starting this year, seaborne emissions are included in the EU Emissions Trading System. Under the cap-and-trade regime approved by the European Parliament in April, the shipping industry will be required to pay allowances covering 40 per cent of greenhouse gas (GHG) emissions by 2024, rising to 70 per cent by 2025 and 100 per cent by 2026.
While airlines and ocean carriers in the zero-carbon transition Secondary specialized school invest in different fuels, capital market financing of new technology development and production facilities in the absence of a regulatory framework remains an investment risk.
freight forwarding network