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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 paper explores the intersection of the Fourth Industrial Revolution (4IR) and climate goals, arguing that exponential technologies—those with rapidly falling costs and improving performance—can allow developing nations to 'leapfrog' obsolete infrastructure. By analyzing the NDCs of six priority countries, the authors map potential applications of AI, blockchain, IoT, and advanced materials across energy, transport, and agriculture sectors. While highlighting opportunities for decarbonization and financial inclusion, the document warns of risks including job displacement due to automation and the potential for energy-intensive technology lock-in.

The report uses the Long-range Energy Alternatives Planning (LEAP) system to model Jamaica's GHG emissions and assess various mitigation actions across energy, waste, and agriculture sectors. It finds that while baseline emissions are projected to increase by 58% by 2055, significant low-cost abatement is possible, potentially allowing Jamaica to exceed its NDC targets without additional direct social costs. The analysis also highlights gender-differentiated impacts and identifies financial and technical capacity needs, particularly in domestic mitigation modeling and renewable energy implementation.

The Consumer and Fuel Retailer Choice Act (S.517, H.R. 1311) seeks to amend the Clean Air Act to permit the year-round sale of E15 (15 percent ethanol) fuel. Currently, Reid Vapor Pressure (RVP) standards—designed to limit smog-forming evaporative emissions during summer months—effectively block E15 sales from June 1 to September 15, as the existing one-pound RVP waiver only applies to blends between 9 and 10 percent ethanol. The document asserts that E15 is compatible with nearly 90 percent of U.S. vehicles (model year 2001 and newer) and offers environmental benefits, including reduced greenhouse gas emissions and lower toxic volatile organic compound (VOC) emissions compared to E10. It further notes that the current seasonal restrictions impose costs on retailers, including an estimated $200 million in 2017 for pump re-labeling, and lead to significant customer loss during the summer. The text advocates for extending the RVP waiver to blends above E10 to lower consumer costs and support the transition to mid-level ethanol blends (E25 to E40) for more efficient internal combustion engines.

The fact sheet argues that extending the one-pound Reid Vapor Pressure (RVP) waiver to fuels above E10 would enable the year-round sale of E15, reducing greenhouse gas emissions and consumer costs without compromising air quality. It details how current RVP regulations inadvertently block E15 sales in summer, causing retail costs and consumer losses, while noting that E15 is compatible with nearly 90% of current U.S. vehicles.

The document summarizes over 125 written submissions and workshop contributions regarding the proposed Canadian Clean Fuel Standard (CFS). Stakeholders generally support the CFS's goal of reducing GHG emissions by 30 Mt annually by 2030, though they diverge on the feasibility of the timeline and the specific regulatory design. Key areas of discussion include the preference for an emission intensity-based approach over volumetric mandates, the need for flexible compliance pathways such as credit trading, and the importance of harmonizing the CFS with existing carbon pricing and international aviation and marine standards. Industrial sectors expressed significant concerns regarding competitiveness, carbon leakage, and the technical feasibility of fuel switching, while environmental groups advocated for broad sustainability criteria and the inclusion of indirect land use changes (iLUC) in life-cycle analyses.

The document summarizes stakeholder responses to Canada's proposed Clean Fuel Standard (CFS). While there is broad support for the goal of reducing greenhouse gas emissions by 30 Mt by 2030, stakeholders express divergent views on regulatory design, specifically regarding sector-specific targets, the inclusion of indirect land-use change (ILUC) in life-cycle assessments, and the potential for policy duplication with carbon pricing. Key concerns include the economic impact on trade-exposed industries, the feasibility of infrastructure for low-carbon fuels, and the need for harmonization with international standards in aviation and shipping.

The document discusses Brazil's strategy to meet its Nationally Determined Contribution (NDC) goals by expanding its biofuel market. It highlights a study conducted in Rio de Janeiro showing that the increase in flex-car adoption—which reached 94% of new car registrations in 2008—reduces retail prices for both ethanol and gasoline. The study finds that a 10-percentage point increase in flex-car market share lowered ethanol prices by approximately eight cents of Brazilian reais and reduced gasoline margins by two cents, benefiting consumers who do not own flex-fuel vehicles.

The report by Cerulogy critiques an ICF International assessment that claimed corn ethanol's GHG intensity in 2014 was 30% lower than the U.S. EPA's 2022 projections. Cerulogy identifies systemic errors, including the use of preliminary rather than final EPA data, the double-counting of co-product credits, and an over-reliance on a single non-peer-reviewed study (Babcock and Iqbal, 2014) to justify lower international land use change emissions. The review concludes that the ICF report's results are 'meaningless' or 'inaccurate' in several key areas, including rice methane and nitrogen emissions, and recommends that the ICF's revised lifecycle intensity be disregarded.

The report identifies five primary lignocellulosic waste streams in the Western Cape: invasive alien vegetation (IAV), industrial composite wood materials, pallets, paper sludge, and green waste. It evaluates the current utilisation of these resources, the barriers to unlocking their value—such as high logistics costs for IAV and chemical toxicity in composites—and identifies potential business partners and stakeholders. The analysis concludes that while some streams like paper sludge and green waste have established markets, others like IAV and composite woods offer opportunities for higher-value products and energy recovery if technical and logistical challenges are addressed.

The report identifies significant volumes of organic waste from dairies, piggeries, poultry farms, and abattoirs in the Western Cape, noting that most are currently underutilised or disposed of via landfill and burial. It highlights anaerobic digestion and composting as primary value-addition opportunities, while noting regulatory hurdles regarding fertiliser sales and strict landfill requirements for animal carcasses. The document provides a directory of waste providers and technology partners to facilitate business-matching.

The report identifies a significant price gap between sustainable aviation fuel (SAF) and conventional jet fuel as the primary barrier to adoption. It proposes that U.S. airports, specifically the Port of Seattle at Seattle-Tacoma International Airport, can overcome this by funding 'co-benefits'—such as air quality improvements and greenhouse gas reductions—rather than the fuel commodity itself. The authors evaluate 14 funding mechanisms and recommend a portfolio including corporate support, port taxing authority, general non-aeronautical revenue, and airline agreements to meet an estimated $6 million annual cost for a 1% SAF blend. Additionally, the report explores infrastructure financing, noting that long-term co-benefit procurement contracts can de-risk private investment in regional SAF production.

The Clean Air Task Force opposes the Consumer and Fuel Retailer Choice Act (S.517) because expanding E15 use would likely increase corn ethanol production, which the author claims has higher lifecycle greenhouse gas emissions than gasoline. Additionally, the testimony argues that E15 increases NOx emissions, particularly in older vehicles, which could worsen ozone pollution in areas already near National Ambient Air Quality Standard limits.

The document argues against the year-round use of E15 (15% ethanol, 85% gasoline), stating that increasing ethanol proportions during the ozone season leads to higher smog and ground-level ozone, which impairs lung function. It further claims that corn ethanol production has caused the loss of over 7 million acres of grassland, degraded water quality via farm runoff, and may have higher life-cycle GHG emissions than gasoline unless specific biomass heat sources are used in biorefineries.

The document examines how California's LCFS and Cap-and-Trade Program work together to reduce transportation emissions. The LCFS mandates a reduction in the carbon intensity of fuels, while Cap-and-Trade puts a price on carbon and generates revenue for clean technology investments. The author argues that neither policy is sufficient alone and recommends extending both to 2030 to provide the stability needed for long-term infrastructure and vehicle transitions.

The European Investment Bank (EIB) is requesting USD 265 million from the Green Climate Fund (GCF)—USD 250 million for an investment vehicle and USD 15 million for a technical assistance facility—to launch GEEREF NeXt. Structured as a fund-of-funds, the programme aims for a total size of USD 750 million, blending GCF public seed capital with USD 500 million in private sector finance. The programme targets the development, construction, and operation of renewable energy (RE) and energy efficiency (EE) projects in emerging markets, expecting to finance over 200 projects and add up to 18 GW of clean energy capacity. By using a two-tier capital structure with a 'first-loss' mechanism for public capital, GEEREF NeXt intends to mitigate risk for private investors and achieve a projected 50x multiplier, potentially mobilising USD 30 billion in total project financing. The programme will be managed by the EIB Group, leveraging the experience of its predecessor, the Global Energy Efficiency and Renewable Energy Fund (GEEREF).

The report examines the lifecycle emissions of major transportation fuels, finding that while electricity and biofuels are becoming cleaner, oil is becoming more polluting due to the shift toward unconventional sources like tar sands and fracking. It advocates for the 'Half the Oil' plan to reduce U.S. oil use by 50% by 2035 and calls for greater corporate accountability, transparency in emissions reporting, and a shift toward renewable electricity and non-food biofuels.

Between 2010 and 2014, US$748 million in climate finance primarily targeting climate change was committed to 15 Pacific SIDS, predominantly as grants. The funding was split between adaptation (59%) and mitigation (36%), with 72% sourced through bilateral channels, led by Australia. The vast majority of support (86%) was project-based, with a heavy concentration in creating 'enabling environments' and renewable energy. The analysis notes that Polynesian countries were more successful in attracting diverse funding than Micronesian countries, and highlights significant differences in flexibility and transaction costs between bilateral and multilateral funding sources.

The 2017 Global Tracking Framework reports that the world is not on track to meet its 2030 sustainable energy goals. While energy efficiency is closest to the required pace, electrification and clean cooking access are lagging, particularly in Africa. Renewable energy shares are increasing but remain far below the 36% target. The report emphasizes that current policy commitments and technology trends are insufficient, calling for a significant increase in global investment across all three pillars.

The 5th ASEAN Energy Outlook (AEO5) analyzes energy trajectories for 10 ASEAN Member States through 2040. It compares a Business-as-Usual (BAU) scenario with two target-based scenarios: the AMS Targets Scenario (ATS) and the ASEAN Progressive Scenario (APS). The report finds that while the region is on track to meet energy intensity targets, achieving the 23% renewable energy share by 2025 requires significantly more ambition than current national targets provide. It highlights a continuing heavy reliance on fossil fuels, particularly coal in the power sector, and projects increasing import dependency for natural gas and crude oil. The report recommends strengthening energy efficiency and renewable energy policies, including the use of auctions and expanding renewables beyond the power sector, to improve energy security and reduce CO2 emissions.