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RMI proposes a framework for 'climate intelligence' based on four pillars: emissions visibility, standardized accounting, digitized infrastructure using distributed ledger technology, and the scaling of these standards in markets. The document highlights the need to harmonize over 250 existing GHG accounting methodologies to create a 'digital schema' for carbon attribution. A key initiative mentioned is Horizon Zero, funded by a $10 million grant from the Larsen Lam Climate Change Foundation, which aims to apply digital disclosure models from the cryptocurrency industry to heavy industrial sectors like steel and cement. The author contends that digitization will make GHG and ESG disclosures as seamless as financial accounting, aligning with emerging regulatory trends in the EU and US.

The report argues that deep decarbonization of transportation requires a diverse set of solutions across technology, policy, and behavior, as no single technology can address all subsectors. Key strategies include the deployment of battery electric vehicles (BEVs) for light-duty and short-haul freight, hydrogen and ammonia for heavy-duty and marine transport, and sustainable aviation fuels (SAFs) for aircraft. The authors emphasize that efficiency improvements are a critical near-term tool across all modes. A central policy recommendation is the adoption of a performance-based, adaptive framework, specifically a Low Carbon Fuel Standard (LCFS) transitioning to a Zero-Carbon Fuel Standard (ZCFS) by 2050, to allow various fuels and vehicles to compete while reducing overall carbon intensity. The report also highlights the daunting nature of infrastructure transitions and the uncertainty of consumer behavior and automated vehicle impacts.

The study evaluates the feasibility of supplying 300 million litres of ethanol annually to PetroSA's Conversion of Olefins to Distillate (COD) plant. It compares three primary feedstock pathways: first-generation (1G) molasses, second-generation (2G) lignocellulosic biomass (primarily invasive alien plants and garden waste), and third-generation (3G) industrial off-gases. The analysis finds that molasses-based ethanol is the most cost-effective and carbon-efficient option, while lignocellulosic ethanol is the most expensive due to high acquisition and processing costs. However, the report suggests that a diversified sourcing strategy incorporating invasive alien plants (IAPs) could meet broader socio-economic goals, such as job creation and drought resilience, at an additional cost of approximately R1 billion per year.

The Environmental and Energy Study Institute (EESI) conducted a briefing series on transportation sector climate mitigation, covering ports, aviation, and public transit. A specific focus was placed on commercial aviation's recovery from COVID-19, highlighting sustainable aviation fuels (SAF) and aircraft technology improvements, including gas-electric propulsion and efficient engine and airframe designs, as key strategies for reducing emissions.

Mighty Earth calls on the European Commission to ensure that EU recovery funds for the transport and rubber industries are conditional on commitments to net zero carbon neutrality, zero deforestation, and the protection of human rights and Indigenous land tenure.

The document argues that South Africa can achieve strategic goals—including preparing for ICAO's CORSIA framework, supporting its tourism sector against 'flight shame', and creating green jobs—by developing a domestic SAF industry. It identifies a wide range of policy tools such as blending mandates, financial incentives, and taxation. The brief proposes a phased roadmap for South Africa: short-term (2020-2025) focus on a 2-3% blending mandate and a long-term (beyond 2030) target to replace 50% of aviation fuel with locally produced SAF by 2050.

The document examines the relationship between the bioeconomy—defined as sectors based on biomass production and processing—and the rapid growth of variable renewable energy (VRE) and electrification. It argues that while electrification competes with biofuels in some areas, such as road transport, it offers complementary and synergistic opportunities in others. For instance, biomass provides dispatchable power to balance VRE, and low-cost solar energy can enable critical infrastructure for agricultural bioeconomies in low-income countries. The text emphasizes that the bioeconomy should be designed to support and benefit from electrification to achieve deep decarbonization.

The International Coalition for Sustainable Aviation (ICSA) calls on Aarhus Convention Parties to address a lack of transparency in ICAO's work on CORSIA. The letter recommends that member countries push for open observer status, public meetings, public access to committee documents and Standards and Recommended Practices (SARPs), and the inclusion of public input in decision-making processes.

The report finds that South Africa has sufficient waste biomass to meet the potential demand of Sasol's Secunda plant, with availability estimated at 2 to 4 times the maximum potential demand. Garden waste and sawdust are identified as the lowest-risk feedstocks. Fuel rods are the most cost-competitive densification option for woody biomass, while white pellets are cheapest for soft biomass. The study concludes that biomass feedstock would be 3-4 times more expensive than coal, though this could be offset by SAF premiums and carbon tax liabilities.

The report identifies 5.5 million km2 of 'REMAIN' land in sub-Saharan Africa potentially available for biofuel production after accounting for food security and conservation. Under current conditions, RSB-compliant production on prime and good quality land could yield 165 mt of aviation biofuel per annum, with miscanthus identified as the most promising feedstock. However, this potential is projected to decrease by approximately 40% by 2050 due to cropland expansion for food and climate change impacts. The study concludes that the region could meet between 30% and 90% of the projected 2050 global demand for alternative aviation fuels, depending on whether moderately suitable land is utilized.

The document highlights that transportation accounts for 43 percent of Washington's global warming pollution. It advocates for a clean fuel standard to transition from imported petroleum to locally produced low-carbon alternatives, including electric vehicles (EVs), biomethane, and various biofuels. The report emphasizes the economic benefits of keeping fuel spending within the state and the potential for Washington to lead in sustainable aviation fuels.

The document describes CORSIA as the first global market-based climate measure for a sector, agreed upon by 191 countries via ICAO. While acknowledging its importance, the author argues that stabilizing emissions at 2020 levels is insufficient to meet Paris Agreement temperature goals and requires additional state and regional government action. It also outlines the five technical components of the 'CORSIA Package' distributed in December 2017, covering emissions coverage, monitoring, unit quality, sustainable fuels, and compliance reporting.

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 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 paper evaluates the feasibility of the International Civil Aviation Organization's (ICAO) goal for carbon-neutral growth from 2020 onward. It finds that high-integrity carbon offsets and sustainable biofuels can provide a significant portion of the required emission reductions, suggesting that ICAO can maintain high environmental and sustainable development standards without compromising its goals.

The report identifies significant barriers to the adoption of sustainability certifications for biofuels, particularly for producers using agricultural or forest feedstocks and those operating in developing countries. Key challenges include a lack of flexibility in indicators to meet local conditions, high certification costs without guaranteed market premiums, and auditor inexperience with new social requirements. Conversely, producers using non-agricultural or non-forest wastes find the process simpler. The study recommends regional adaptation of standards and the creation of secure, large-scale markets to incentivize certification.

The report finds that current algal biofuel technologies are not yet economically or environmentally superior to fossil fuels, citing low energy return on investment (EROI) and high greenhouse gas emissions. While theoretical yields are high, large-scale commercialization is estimated to be years or decades away. The document argues that viability depends on integrating production with wastewater treatment, industrial flue gas for CO2, and the development of marine algae strains via molecular engineering to reduce freshwater and land demands.

The document examines BECCS as a tool for carbon dioxide removal (CDR) and energy production, detailing the interactions between biomass feedstocks, conversion technologies, and system outputs. It highlights the potential for BECCS to mitigate emissions from forest thinnings and agrifood wastes, while warning against land-use changes that compromise carbon sinks. The authors emphasize that BECCS cannot be categorically labeled as beneficial or detrimental, as lifecycle impacts vary based on the supply chain and technology used.

The Clean Air Task Force (CATF) advocates for the inclusion of 'blue' hydrogen in the UK's sustainable aviation fuel (SAF) mandate, arguing that biofuels and 'green' hydrogen alone cannot meet the sector's energy demands or the 2030 target of 10% SAF. CATF asserts that 'blue' hydrogen is more scalable and cost-effective than 'green' hydrogen and can achieve comparable lifecycle emissions if high carbon capture rates and strict methane leakage controls are implemented. The document provides cost comparisons and estimates the significant renewable energy capacity that would be required if the mandate were met solely through 'green' hydrogen.