Would you like to learn more about our Aerospace & Defense Practice? The investment required to get global aviation to net-zero average will rise over timeĪchieving carbon-neutral growth through 2030 would require $40 billion to $50 billion in funding annually, and about $175 billion would be required through 2050. In the prudent scenario, SAF made from biomass remain the leading energy source. As a result, sustainable aviation fuels (SAFs) produced from electricity (power-to-liquids or “PtL”), as well as hydrogen and battery-electric aircraft enter the market earlier and at a larger scale. The optimistic scenario assumes faster development and adoption of renewable electricity based on technological breakthroughs that drive down cost. We developed a prudent and an optimistic renewable-energy scenario for achieving net-zero emissions by 2050 (exhibit). Bringing aviation on a path to net-zero emissions by 2050 is possible Here are some of the major findings and recommendations. In addition to the full report, MPP has also published infographics and an executive summary. This research builds on the work of other aviation organizations that have already announced initiatives to reduce emissions. The MPP, led by the Energy Transitions Commission, Rocky Mountain Institute, We Mean Business, and the World Economic Forum, in conjunction with McKinsey & Company as a knowledge partner, recently released findings on decarbonizing aviation in a report titled Making net zero aviation possible. Future policy changes will be noted on our factsheets for each market (see below).The Mission Possible Partnership (MPP), an alliance of climate leaders, was created to supercharge decarbonization of seven of the hardest-to-abate industries: aviation, shipping and trucking, steel, aluminum, cement/concrete, and chemicals manufacturing. The results are reflected in our library of comparison charts, and in the modified Excel-based conversion tool (links below). In 2017 we released a comprehensive report that updates the fuel efficiency policy of major vehicle markets. See the summary overview of those updates, and a detailed description of the methodology to learn more. In 2014 we comprehensively updated the methodology underlying those resources. The increasingly urgent need for effective policies on climate change mitigation and energy efficiency has only underscored the importance of accessible, reliable, and fair benchmarking across jurisdictions. Since 2007, the ICCT has maintained a set of data tables, comparison charts, and a conversion tool as a ready reference to worldwide passenger vehicle fuel efficiency standards, with the aim of comparing the relative stringency of regulations as accurately and fairly as possible. Converting the standard values-that is, the fuel efficiency mandates or emissions limits-between different regulations involves not just converting physical units but also accounting for the impacts of differences in test cycles. These governments have taken differing approaches to designing their regulations, using different drive cycles and vehicle certification test procedures. The regulations in these markets, covering more than 80 percent of global passenger vehicle sales, influence the business decisions of major vehicle manufacturers around the world, and are among the most effective climate-change mitigation measures to have been implemented over the past decade. Eleven countries worldwide have established or proposed fuel efficiency or greenhouse-gas emission standards for passenger vehicles and light commercial vehicles and trucks.
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