The IPCC’s 1.5°C-aligned guidance acknowledges that aviation is a hard-to-abate sector and decarbonization options still require research and development. The report notes that increased efficiency has been insufficient to limit the emissions from aviation and that high energy density, low-carbon fuels are required but have not yet reached commercial scale. The IPCC recognizes that bio-based sustainable aviation fuels (SAFs) are necessary for the decarbonization of aviation in the short-term but identifies limitations to their mitigation potential due to concerns around land-use change (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.5.3). The IPCC identifies a need to transition to other alternative fuels in the decarbonization of aviation in the medium to long term, including synthetic fuels (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.3.1), electric power, and hydrogen power (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.5.3), but recognizes the current technological limitations.
The IPCC therefore acknowledges the need for demand reduction in aviation (IPCC AR6 WGIII, April 2022, Chapter 5, Section 5.3.1) due to the lack of viable decarbonization technologies, as well as a transition to alternative lower-carbon forms of transport. A transition to high-speed rail, for example, has the potential to provide additional mitigation of aviation emissions, particularly in the short to medium term (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.5.3).
A +2 score, indicating strong alignment with the IPCC’s science-based guidance for aviation in 1.5°C pathways, is achieved by supporting a short-term role for bio-based SAFs and recognizing the need for regulatory measures to promote a transition to synthetic fuels and/or electric and hydrogen power in the longer term. Statements strongly supporting policies to decarbonize hydrogen and expand the use of green hydrogen in aviation would also be scored as a +2. A +2 is also achieved by supporting specific policies promoting demand management of aviation or a modal shift to lower-carbon forms of transport or by supporting specific policies to increase infrastructure or investments into high-speed rail as an alternative to air travel.
A +1 score, indicating broad alignment with the IPCC’s science-based guidance for aviation in 1.5°C pathways, is achieved by generally supporting a transition to synthetic fuels, electric power, or green hydrogen, as well as advocating to increase research, investment, or infrastructure for electric and hydrogen power in aviation. Statements that support bio-based SAFs but acknowledge their limitations and the need for alternative solutions are also scored as +1, as well as statements generally supporting demand management for aviation. A +1 is also achieved via broad support for a modal shift to lower-carbon forms of transport, such as supporting the development of high-speed rail.
A 0 score, indicating unclear or mixed alignment with the IPCC’s science-based guidance for aviation in 1.5°C pathways, is achieved by ambiguous statements on SAFs, including where it is unclear if support for SAFs is aligned with IPCC guidelines. This includes using broad terms to advocate for aviation fuels, such as "clean," "low carbon," and "green" fuels, without specifying which fuels fall into these categories. A 0 score is also achieved via unclear positions on a modal shift to lower-carbon forms of transport, such as aviation to rail.
A -1 score, indicating broad misalignment with the IPCC’s science-based guidance for aviation in 1.5°C pathways, is achieved by statements that appear unsupportive of a transition from bio-based SAFs to alternative fuels, as well as statements that are unsupportive of demand management. Statements supporting supersonic planes, which require significantly more fuel than subsonic planes, and statements that emphasize cost and feasibility concerns of the transition of the energy mix for aviation are also scored as -1. A -1 is also achieved by generally opposing the demand management of aviation and a modal shift to lower-carbon transport modes, emphasizing the benefits of higher-carbon forms of transport over lower-carbon transport modes, or emphasizing the risks posed by a transition to lower-carbon transport options.
A -2 score, indicating strong misalignment with the IPCC’s science-based guidance for aviation in 1.5°C pathways, is achieved by opposing a transition from kerosene jet fuel to SAFs or other alternative fuels, as well as opposing increased research and investment into synthetic fuels. Opposing specific policies promoting a transition to synthetic fuels and/or electric power and hydrogen power or specific demand management policies is scored a -2. A -2 score is also achieved by opposing specific policies promoting a modal shift to lower-carbon forms of transport.
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With our collaborations such as Hydrogen in Aviation and Hydrogen South West we are working to identify frameworks for hydrogen policy, regulation, safety and the infrastructure ecosystem required to scale use of hydrogen in aviation. [...] We believe hydrogen in particular is the future of short-haul aviation and a significant component that will help us reduce our carbon emissions intensity by 78% by 2050, with residual emissions addressed by carbon removal technology. Hydrogen not only has no operational carbon emissions, it also shows huge promise in reducing non-CO2 effects. It is only a matter of time before the demand for hydrogen spikes, particularly in hard-to-abate sectors like aviation, logistics and heavy industry. [...] We hosted the launch of the HIA at a parliamentary reception in the House of Commons in September 2023, attended by the Secretary of State for Transport, crossbench MPs, academics and hydrogen experts, to promote the use of hydrogen in aviation. [...] We believe zero carbon emission (likely hydrogen- powered) aircraft are the future of short-haul aviation and key to helping us achieve net zero. However, it’s clear that while this technology develops and before it becomes widely available, we will require a number of different solutions to decarbonise the sector. Sustainable Aviation Fuel (SAF) in particular will be an important interim solution until our fleet can fully transition to zero carbon emission aircraft and is achieving a material reduction in emissions compared to kerosene. easyJet is already using SAF in France in line with the French national mandate for SAF use on domestic routes. One of the challenges the industry currently faces is the limited availability and high cost of SAF compared to conventional jet fuels. [...] Decarbonising aviation requires government support to accelerate change. easyJet advocates for public institutions to: > Support the development of zero carbon emission technology: – Develop a regulatory framework which incentivises aircraft manufacturers to produce zero carbon emission aircraft and airlines to adopt the technology. – Create investment and financial incentives for funding the development and scaling-up of zero carbon emission technology. – Recognise the role of green hydrogen in aviation by incorporating the requirements of aviation in UK and EU hydrogen strategies. – Invest in renewable energy to support the creation of green hydrogen for aviation. [...] In the long term, zero carbon emission aircraft are the cornerstone of our pathway. Based on today’s science, our focus is on hydrogen-powered aircraft as we believe it shows the most potential for a short-haul airline like easyJet. Hydrogen has no carbon emissions, provided it is green hydrogen produced with renewable electricity, and has the potential to reduce non-CO2 emissions from flying. [....] Our COO attended the Transport Select Committee on travel disruption and the NATS IT issue to provide an overview of the issues faced by the industry as well as provided recommendations aligned with our regulatory priorities. Submitted a response to the UK Budget highlighting the need for greater support on hydrogen, air passenger duty reforms.
Created - 20/08/2024
Last Edited - 12/11/2024
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Supporting increased use of SAF and synthetic fuels (Qantas, 2023 Sustainability Report, September 2023)
SAF: Working with governments, industry and businesses to develop a commercial-scale, competitive SAF industry in Australia. This includes supporting the establishment of new supply chains and relies on creating SAF from various biomass sources such as used cooking oil, energy crops, agricultural residues or waste materials that can reduce emissions on a lifecycle basis, typically by around 80 per cent. It also includes advancing non-biogenic, synthetic SAF produced with carbon dioxide, green hydrogen and significant amounts of renewable electricity using power-to-liquid technology pathways [...] While the global landscape for SAF is rapidly evolving, the development of a SAF sector at the pace and scale required by airline decarbonisation targets can only occur with significant government support. In the last 12 months, countries aiming to take a leadership position in SAF have accelerated development by enacting supporting policies at national and provincial levels. The approach has varied by region — the EU has enacted progressive blending mandates; the US has world–leading financial subsidies for producers; and the UK is investigating a hybrid of both approaches coupled with grant funding.
Created - 03/06/2024
Last Edited - 12/11/2024
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Supporting increased use of SAF, unclear if aligned with IPCC guidelines, scales or timeframes (Policy Brief, November 2023)
Sustainable Aviation Fuels (SAF) are another pivotal aspect on the way to making air travel as climate-friendly as possible.
Created - 04/12/2023
Last Edited - 04/12/2023
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Supporting a long-term role for kerosene jet fuel with a gradual transition to SAF, does not appear to support an energy transition aligned with IPCC guidelines (KLM 2022 Annual Report, April 2023)
KLM is a strong proponent of replacing fossil kerosene with SAF, which is derived from more sustainable sources and emits up to 85 per cent less CO2 .[...] Due to the absence of technologically and economically-feasible low-carbon alternatives in the aviation sector, and aimed at fulfilling our net zero emission commitment by 2050, aviation’s contribution to fighting climate change and reducing emissions will need to be achieved by continuing to use kerosene in more fuel-efficient aircraft, progressively switching to sustainable aviation fuels that are increasingly CO2 neutral. As the current aircraft technology does not support zero or low-emission flying and is unlikely to do so until the next decade, the decarbonisation of air transport will have to count on these transition activities. In this respect, the concept of sustainable aviation activity needs to be clarified as well as the key role of certain transition activities essential to achieving our goal of net zero emissions by 2050.
Created - 20/07/2023
Last Edited - 15/08/2023
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Supporting the continued use of kerosene (Delta Air Lines CEO, Ed Bastian, CNBC, February 2020)
“We will continue to use jet fuel for as far as the eye can see,” Bastian said. “We’ll be investing in technologies to reduce the impact of jet fuel, but I don’t ever see a future where we’ll eliminate jet fuel from our footprint.”
Created - 10/12/2020
Last Edited - 11/12/2023
InfluenceMap Comment
Supporting specific regulatory measures promoting a transition to hydrogen-powered aircraft (2023 Annual Report, November 2023)