Marie Owens Thomsen, Iatas SVP of sustainability and chief economist, says that Timing can significantly influence the WSS the agenda for decarbonization. “The WSS is a forum for new ideas and new cooperation,” she says. “Denker, makers and supervisory authorities will come together and decide how they can make progress in net-zero carbon emissions and wider sustainability goals by 2050.”
The energy transfer
The location of the WSS-Hong Kong (October 21-22) -St as significant as the fastest growing market for aviation and remarkable for its SAF production opportunities. India, Malaysia and Vietnam are just a selection of countries in the region that could play a decisive role in SAF production.
China now has a strong balance in strategic planning and is without exception successful in implementing these plans, often before the deadline. The country is said to be carbon -neutral by 2060, with the top emissions appearing before 2030.
A SAF pilot project in China has been expanded. The 14th five-year plan of Civil Aviation Administration in China (CAAC) provides for over 20,000 tons of SAF consumption and a sustainable research center for sustainable aviation in 2025 to develop standards, and a certification system has been set up. It is reported that more than 3 million tons of SAF production is either planned or under construction.
China's ability to be a trendsetter in SAF is important because SAF will carry out the heavy cancellation if the aviation is to reach zero until 2050. But Thomsen emphasizes that decarbonization is not just an industrial problem.
“The WSS will highlight the radical cooperation,” she says. “This means that the efforts of aviation correctly bring in the context of the global energy transition. This is an enormous possibilities for economic development that will build new markets and industries and create jobs.”
Thomsen suggests that when individual industries try to find their own solution, everyone fails. “But together it is possible to be successful,” she adds. “Apart from the economic effects, countries that are future-oriented in this area can achieve more energy independence. Refineries produce a number of products. Receive renewable fuck. “
Put on investments
Investments are required to finance new SAF production systems and other sustainability initiatives. Certainly money is available if investors believe that the returns will be there. The amount of finances that are available to the development of artificial intelligence speaks for the deep pockets that investors have when they believe in a project.
However, the truth is that oil brings about 20% return, while renewable energies remain 5%. Bridging this gap requires the correct guidelines and incentives from supervisory authorities.
The good news is that solar and wind power have already shown the way forward. SAF needs a similar investment level as this now established energy markets, so that the supervisory authorities should be aware of the components of a good policy.
“The blueprint for success is there,” says Thomsen. “And everything fits together because this returns to the idea of radical cooperation. This is not about giving aviation money, but about investing in the energy transfer. SAF is only part of the biofuel complex that drives progress in renewable power supply.”
ROADWAY
Other elements of the trip to net zero carbon emissions will be in the spotlight in the WSS, from new technologies to green financing.
An essential discussion point is the reduction program for carbon reduction for international aviation (Corsia). The mandatory reporting begins in 2027, but to this day Guyana is the only country that offers a suitable emission units (EEU) for airlines.
The airlines have to buy EEUS to meet the defined base line, but there is no need for the countries to provide them. States must approve the approval of loans for the use of airlines in the form of EUS and ensure that these units are withdrawn from the Paris agreement platform in order to avoid a double count.
However, Thomsen notes that in some countries the necessary resources or the expertise for navigation in the process are missing. “Iata does his best to facilitate the process through workshops and guidelines as well as practical help,” she says. “But we have to accelerate and increase the pipeline. We have to find out which projects are closest to get approval and this happens.”
The IATA has set up the civil aviation decorative organization (CADO) that operates the SAF register, and Iata itself started the SAF -Matchmaker. It also offers EUS that airlines can buy on its Aviation Carbon Exchange platform.
“We cannot afford Corsia, who has agreed to fall apart from all UN Member States and to use each state their own individual system, since such a fragmentation with global international civil aviation is incompatible,” says Thomsen. “Corsia must be strong to ensure a coherent political framework. And most likely more money will be collected for the participating countries than any plane ticket tax that you may consider.”
Thomsen comes to the conclusion that the WSS will highlight two essential features for the success of Net-Null-a global, liquid and transparent SAF market as well as a global, liquid and transparent market for carbon loans. The supervisory authorities can make this a practical proposal, as you can promote the other technologies and levers that are necessary to achieve the net air transport in 2050.
“It is time to break silos and work in disciplines, ministries, institutions and industries,” she says. “Everything else will not work. Coordinated strategies are of essential importance for decarbonization, since aviation is only part of the wider energy transition. Reaching the net -CO2 emissions by 2050 in every industry depends on effective guidelines and investments.”