European and international energy leaders gathered in Brussels on 28 October to explore opportunities for green hydrogen cooperation between Europe and emerging clean energy markets, with potential implications for the future of sustainable aviation, transport and regional connectivity.

The high-level event, entitled Connecting Europe with Emerging Clean Energy Markets: Accelerating Green Hydrogen Development, was jointly organised by the Economic Cooperation Organization Clean Energy Centre (CECECO), SOCAR Green and Hydrogen Europe on the sidelines of European Hydrogen Week 2026.

Discussions focused on the development of future green energy and hydrogen corridors connecting Europe with Azerbaijan, Central Asia and neighbouring markets. Participants examined how international partnerships, investment and infrastructure could support the transition towards cleaner energy systems.

Although aviation was not a specific focus of the event, the development of green hydrogen production and supply chains could have wider implications for transport industries seeking alternatives to fossil fuels.

Green hydrogen and the future of sustainable aviation

Green hydrogen, produced using renewable electricity, is increasingly recognised as an important component in the production of synthetic aviation fuels, also known as e-fuels.

These fuels combine renewable hydrogen with captured carbon dioxide to produce alternatives to conventional jet fuel. Unlike hydrogen-powered aircraft, which require different propulsion and storage systems, synthetic aviation fuels can be designed for use in existing aircraft and airport fuel infrastructure.

Under the European Union’s ReFuelEU Aviation regulation, fuel suppliers must progressively increase the proportion of sustainable aviation fuel (SAF) available at EU airports.

Hydrogen Valleys are moving from ambition to implementation. With 106 Hydrogen Valleys worldwide, a growing share of operational projects, and around 400 MW of operational electrolyser capacity in Europe, these integrated ecosystems are helping drive the hydrogen transition at regional level. Discover more https://t.co/hBd1vYyVcg #Hydrogen #HydrogenValleys #EnergyTransition

— European Hydrogen Observatory (@EHObservatory) October 29, 2026

The minimum SAF requirement, introduced at 2% in 2025, will increase to 6% in 2030 and 20% in 2035, before reaching 70% by 2050. Synthetic aviation fuels will also be subject to dedicated requirements from 2030, reflecting their expected contribution to reducing aviation emissions.

However, producing these fuels at scale requires substantial quantities of renewable electricity, green hydrogen and investment in new production facilities. Cooperation with countries developing renewable energy resources could therefore become increasingly relevant to Europe’s aviation fuel supply chains.

Azerbaijan and Europe explore new energy corridors

Opening the Brussels event, Mammad Ahmadzada, Azerbaijan’s Ambassador to Belgium, highlighted the strategic energy relationship between Azerbaijan and the European Union.

He emphasised Azerbaijan’s role as a reliable energy partner and the opportunities to strengthen cooperation in renewable energy and green hydrogen.

The discussions also examined the potential for new energy corridors linking Europe with the Economic Cooperation Organization (ECO) region, which includes countries across Central and Western Asia.

These connections could facilitate the development of renewable energy projects, encourage cross-border investment and strengthen energy cooperation between producing and consuming markets.

The discussions brought together representatives from the energy industry, international organisations and emerging clean energy markets to examine the investment, infrastructure and international cooperation needed to accelerate green hydrogen development.

International cooperation could help accelerate cleaner transport

The Brussels discussions come as Europe seeks to expand renewable energy production and develop the infrastructure needed to support its climate objectives.

For aviation, the availability and cost of sustainable fuels remain significant challenges. Synthetic fuels are particularly dependent on access to affordable renewable electricity and green hydrogen, making international energy cooperation potentially important for their future development.

Hydrogen also has applications beyond aviation, including maritime transport and certain forms of road mobility, where it can be used directly or converted into alternative fuels.

Nevertheless, the development of international hydrogen corridors does not automatically translate into additional sustainable aviation fuel production. Dedicated manufacturing facilities, transport infrastructure, commercial agreements and regulatory compliance would be required to establish such supply chains.

By bringing together energy producers, technology specialists and policymakers from Europe and neighbouring regions, the Brussels initiative highlighted the growing importance of cross-border cooperation in developing cleaner energy markets.

As European aviation faces increasingly demanding decarbonisation targets, initiatives aimed at expanding renewable energy production and strengthening international cooperation could contribute to more diversified sustainable fuel supply chains.

For the travel industry, the long-term significance of such partnerships will depend on whether they can translate investment and policy commitments into affordable, commercially available alternatives to conventional aviation fuel.

L’article Green hydrogen cooperation between Europe and emerging markets could support cleaner aviation est apparu en premier sur Travel Tomorrow.

Synthetic kerosene, also known as e-SAF, is produced using renewable electricity, captured CO₂, and water through a power-to-liquid process. This allows the fuel to be created without fossil oil, while still being compatible with existing aircraft engines and airport infrastructure. The fuel is designed to reduce lifecycle emissions by more than 90% compared to conventional kerosene. Because it can be used in today’s aircraft without technical modifications, it is seen as one of the more practical options for reducing aviation emissions in the short to medium term.

The 5% blend used on the Amsterdam–Hamburg route remains small, but it plays an important role in testing and demonstrating operational feasibility. These types of flights are not primarily about immediate emission reductions, but about proving that synthetic fuels can be integrated safely into commercial passenger operations. KLM already carried out a similar milestone in 2021, when it operated the first passenger flight using synthetic kerosene from Amsterdam to Madrid.

At the same time, the project highlights the gap between ambition and availability. While e-SAF is technically viable, production volumes remain extremely limited. Only small quantities are currently available, with 200 litres used in this latest operation compared to 500 litres in the 2021 test flight. This illustrates how slowly production capacity is developing, despite growing climate targets in the aviation sector and increasing regulatory pressure in Europe.

The development of synthetic aviation fuels is also closely linked to European climate rules. Through the ReFuelEU Aviation regulation, the European Union is requiring airlines to gradually increase the use of sustainable aviation fuels in the coming years. This includes specific targets for both regular SAF and newer fuels like e-SAF. The goal is to reduce aviation emissions and push the market to scale up production. However, airlines and fuel producers say that meeting these targets will depend on how quickly production capacity can grow across Europe.

Cost remains one of the main barriers to wider adoption. E-SAF is currently around four times more expensive than conventional sustainable aviation fuel and roughly eight times more expensive than fossil kerosene. The production process requires large amounts of renewable electricity and complex industrial systems, which are still in early stages of scaling. In addition, permitting procedures and regulatory uncertainty in Europe continue to slow down investment in new production facilities.

Airports are becoming key actors in this transition. Hamburg Airport, which supported the operation, has indicated that its infrastructure is prepared to handle alternative aviation fuels. This includes systems for storage, blending, and distribution, which are essential for integrating new fuel types into daily operations. As more airlines begin testing and adopting SAF blends, airport readiness is becoming an important factor in determining how quickly these fuels can scale.

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Speaking about the flight, KLM CEO Marjan Rintel said: “Today’s flight to Hamburg once again shows that flying on synthetic kerosene is technically possible, but the reality is that the availability of e-SAF lags far behind ambition.” She also stressed: “To truly make a difference, we must work together with governments, industry, and partners on scaling up and affordability in order to accelerate the sustainability of aviation.”

Looking ahead, synthetic aviation fuels such as e-SAF are expected to play an increasing role in efforts to reduce aviation emissions. However, scaling production remains the key challenge, particularly given high costs and limited supply. Alongside other solutions such as conventional SAF and future propulsion technologies, e-SAF is likely to form part of a broader mix of decarbonisation strategies. For now, the Amsterdam–Hamburg flight mainly demonstrates that the technology is already operational, while the industry continues to face the challenge of making it widely available.

L’article KLM tests synthetic kerosene blend on passenger flight between Amsterdam and Hamburg est apparu en premier sur Travel Tomorrow.

The warning comes as the Strait of Hormuz, one of the world’s most critical energy corridors, has remained effectively closed for more than six weeks amid escalating tensions involving Iran, the United States and Israel. The strait typically handles around 20% of global oil and gas flows, making it a vital artery for jet fuel exports from the Gulf to international markets.

A fragile supply chain under pressure

According to the IEA, Europe relies heavily on the Middle East for its aviation fuel needs, with around 75% of its jet fuel imports traditionally coming from the region. With these supplies disrupted, European countries are now scrambling to secure alternative sources, notably from the United States and Nigeria.

However, the agency cautioned that even with a rapid increase in exports from these countries, replacement volumes may only cover just over half of the lost supply. If Europe fails to replace at least 50% of its Middle Eastern imports, “physical shortages may emerge at select airports, resulting in flight cancellations and reduced demand,” the IEA said in its latest oil market report.

Fatih Birol, Executive Director of the IEA, warned that the consequences could soon become visible to travellers. “In Europe, we have maybe six weeks or so of jet fuel left,” he said, adding that continued disruption could lead to cancellations on certain routes between cities.

Rising costs and early disruption signals

The crisis has already sent jet fuel prices soaring. Benchmark European jet fuel prices reached a record €1,387 per tonne earlier this year, compared with around €627 before the conflict began. Fuel typically accounts for between 20% and 40% of airline operating costs, placing significant financial pressure on carriers.

Several airlines are beginning to feel the impact. easyJet reported an additional €29 million in fuel costs in March alone due to the crisis, despite having hedged a large share of its fuel in advance. Meanwhile, KLM announced it would cancel 160 European flights in the coming month, citing rising fuel costs, although it stressed that it is not currently facing a physical shortage.

Industry groups are also preparing for potential disruption. Airlines UK said it is in discussions with the government about possible support measures, including reducing regulatory burdens, should the situation deteriorate.

JUST IN: Global aviation fuel prices rise 66% to $4.69 per gallon due to Iran war. pic.twitter.com/tNfi1004wd

— BRICS Monitor (@BRICStracker) April 11, 2026

No shortages yet, but risks ahead

Despite the warnings, authorities maintain that there is currently no immediate shortage. The European Commission said there is “no evidence of fuel shortages” in the European Union at present, with crude oil supplies to refineries remaining stable. However, it acknowledged that supply pressures could emerge in the near future if disruptions continue.

Analysts suggest that even if the Strait of Hormuz reopens soon, the effects will linger. Rebalancing global supply chains and restoring fuel flows could take several weeks, raising concerns ahead of the peak summer travel season.

“There could still be shortages in some areas of Europe,” said Amaar Khan of Argus Media, noting that major hubs such as Heathrow are likely to be prioritised over smaller airports.

A wider economic risk

Beyond aviation, the crisis could have broader implications for the global economy. The IEA has warned that prolonged disruption could push countries towards slower growth or even recession, driven by higher energy prices and supply constraints.

With more than 80 energy assets in the region reportedly damaged and recovery potentially taking months or even years, the outlook remains uncertain.

For now, Europe’s aviation sector is racing against time to secure alternative fuel supplies. Whether those efforts will be enough to avoid disruption during the busy summer months remains an open question.

L’article Could Europe run out of jet fuel in six weeks? est apparu en premier sur Travel Tomorrow.

Following the US-Israeli attack on Iran on 28 February 2026, oil prices rose “rapidly,” a T&E statement said, hitting €2.06 per litre for diesel, and €1.89 per litre for petrol, by 23 March—increases of €0.49 and €0.27, respectively. Filling a 55-litre diesel tank now costs almost €27 more than it did before the conflict began, and €15 more for a petrol car, the green group points out.

Commenting on the price inflation, Daniel Quiggin, senior policy advisor at T&E, said: “Once again drivers’ pain is oil companies’ gain. Oil companies have every incentive to keep Europe hooked on fossil fuels, as they’re the ones benefiting from price spikes. The EU should reinstate its tax on excess profit and invest the proceeds in the electrification and renewables that will finally break that cycle.”

By “reinstatement” Quiggin is referring to the EU’s introduction of a 33% levy in 2022, charged on fossil fuel profits above 20% the 2018 to 2021 average. The tax raised an estimated €28 billion between 2022–23 and is a mechanism that “exists and should be used again,” says T&E.

The group also notes that European diesel refining margins have risen at a rate above other regions, reflecting what it calls Europe’s “structural shortfall” in domestic refining capacity. By contrast, it says, petrol margins have been “more subdued due to high inventories in the US and Europe, as well as weak seasonal demand, whereas the EU remains more structurally dependent on diesel than petrol imports.”

With around 20% of Europe’s diesel imported, even with a levy imposed on excess profits, most of that money will be made by companies headquartered in non-EU jurisdictions, which T&E acknowledges limits the effectiveness of any EU-based windfall tax.

Aside from the immediate human cost of the conflict, the hostilities in the Middle East have also raised environmental concerns about Asian countries turning back the clock on the green transition. With supplies of Liquefied Natural Gas (LNG)—considered a key transition fuel because it emits up to 50% less and significantly fewer pollutants than coal and oil—stuck for weeks in the Strait of Hormuz, major coal producers and importers such as Bangladesh, India, Japan, Kazakhstan, and South Korea are boosting domestic coal production and stockpiling, causing fears that climate goals are being deprioritised. T&E is just one of many campaign groups arguing that the Gulf crisis is a reason to step up the green transition, not slow it down.

L’article Oil firms to make €24 billion excess profits from European drivers this year, green group says est apparu en premier sur Travel Tomorrow.

A shortage of Liquefied Natural Gas (LNG) is a major concern since supplies are 80% down in Asia, a region where many nations rely on it for electricity and fertiliser production. Around 20% of the world’s supplies are stuck in the Strait of Hormuz, under blockade due to the recent Israeli-US attacks on Iran and Iran’s retaliation. Coal has been described as “the fastest, cheapest way” to replace LNG by Henning Gloystein, managing director of energy and resources at Eurasia Group.

Coal prices surge to a 2-year high, up 26% since the Iran war outbreak, hitting $133/ton.

Europe & Asia turn to coal as gas prices soar, with EU, Japan, S. Korea, Taiwan, and Bangladesh increasing coal use.

Prices could nearly double to $250/ton if conflict drags on. https://t.co/B8s8uSlNtO pic.twitter.com/9uC7LVEadm

— Russian Market (@runews) March 5, 2026

Indonesia, one of the world’s largest coal exporters by trade value (alongside Kazakhstan, Russia, Colombia, and Mongolia), is prioritising domestic supply chains over exports, limiting regional availability further.

The knock-on effect means Bangladesh has boosted both generation ​and imports of coal-fired power. India, almost 75% dependent on coal for power, is operating at maximum coal-fired generation and has cancelled planned stoppages. Vietnam is already considering importing coal from the United States and Laos, according to energy market tracker Argus Media.

South Korea has said it will postpone the closure of its coal-fired power plants, which were timetabled for 2040, and has eased cost penalties on electricity produced from coal. The Philippines is also increasing coal-burning under national emergency measures. Similarly, Japanese officials have approved an Industry Ministry temporary reprieve on coal-fired power plant restrictions, allowing older, less efficient coal-fired plants to continue running for the next fiscal year. The country’s thermal power plants, which supply 70% of its needs, are 30% reliant on oil and 30% reliant on Liquefied Natural Gas (LNG).

GLOBAL COAL consumption is increasingly concentrated in Asia especially China, India and Indonesia. Asia accounted for 83% of global consumption in 2024 up from 49% in 2000 and 28% in 1980. China, India and Indonesia’s combined share grew to 73% up from 37% and 20% over the same… pic.twitter.com/TJxhfsvqp6

— John Kemp (@JKempEnergy) September 23, 2025

While most experts warn that the Middle East crisis is having a regressive effect on global climate goals, some hold out hope that it could serve to accelerate the drive towards renewables, as seen with India’s greenlighting of wind power plants and battery energy storage systems.

Yoko Mulholland of climate think-tank E3G told AFP that using coal as a fallback will not only “deepen the risk that Japan will not meet its goal of phasing out inefficient coal plants by 2030” but also lock the island nation “into a vicious cycle of fossil-fuel dependence” delaying  domestic energy self-sufficiency.” She called instead for Japan to “fully embrace renewable energy as a strategic national asset.”

Pauline Heinrichs, a climate and energy specialist at King’s College, London, agrees, noting that “economies that have a substantial amount of renewable energy are in fact less vulnerable,” and adding: “This is the moment to break that cycle of responding to short-term fossil fuel induced shocks with investments in fossil fuels, because they’re never short-term – they’re always long-term infrastructure investments of sorts.”

L’article Asian fossil fuel reliance exposed by Middle East oil crisis as clock turns back on climate goals est apparu en premier sur Travel Tomorrow.

The first shipment consists of 22 railway tanker wagons carrying AI 95 petrol produced by Azerbaijan’s state oil company SOCAR. In total, the consignment amounts to 1,210 tonnes of fuel and is travelling to Armenia via Georgian territory. The export follows an agreement reached on 28 November during a meeting in Gabala between Azerbaijani Deputy Prime Minister Shahin Mustafayev and Armenian Deputy Prime Minister Mher Grigoryan.

Officials in both countries have emphasised that the transaction is commercial in nature, with the petrol sold in line with international market prices. While the shipment is limited in volume, its execution by rail is widely seen as symbolically significant, as rail links between Azerbaijan and Armenia have remained largely inactive for many years.

“This decision by Azerbaijan represents a constructive step that will contribute to confidence-building measures between Azerbaijan and Armenia”, explains Ambassador Vaqif Sadiqov, Head of the Mission of Azerbaijan to the EU. “It will also help foster an environment of good neighborhood, paving the way for further cooperation in trade and economic relations in the region,” he concluded.

From agreement to implementation

The fuel shipment stems from discussions held in late November, when senior officials from Azerbaijan and Armenia met to explore confidence-building measures and practical steps to restore economic links. According to officials familiar with the talks, energy cooperation was identified as one area where limited but tangible progress could be achieved.

The resumption of rail-based fuel exports demonstrates that dialogue between the two sides is being translated into operational outcomes. For decades, cross-border trade and transport between Azerbaijan and Armenia were disrupted by conflict and closed borders, limiting economic interaction and regional mobility.

The current export has been described as a one-time shipment, though analysts note that it could serve as a testing ground for future commercial exchanges if political conditions remain stable.

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Georgia’s role as a transit hub

The delivery is being routed through Georgia, highlighting the country’s continued role as a key transit and logistics hub in the South Caucasus. Georgia’s Ministry of Economy and Sustainable Development confirmed that it received an application in early December related to the fuel transit from Azerbaijan to Armenia.

By decision of Georgian Prime Minister Irakli Kobakhidze, Georgian Railways was instructed to carry out the rail transportation immediately and free of charge. The move underscores Georgia’s interest in supporting regional connectivity and facilitating cooperation between neighbouring states.

Georgia has long positioned itself as a bridge between Europe and the Caucasus, and the transit of fuel by rail reinforces its strategic importance in regional transport networks.

Energy supply context in Armenia

For Armenia, the arrival of fuel from Azerbaijan adds a new element to its energy supply landscape. Armenia currently imports more than 60% of its fuel from Russia, amounting to approximately 230,000 tonnes of petrol and 175,000 tonnes of diesel in 2024. The remaining volumes are sourced from Iran, Romania, Malta, and Turkey.

Although the Azerbaijani shipment represents only a small fraction of Armenia’s overall fuel consumption, it introduces an additional supplier at a time when many countries are seeking to diversify energy sources and improve supply resilience.

The fuel being delivered, AI 95 petrol, is a premium unleaded grade commonly used in modern vehicles. Depending on regional terminology, it is often referred to as super or regular petrol and is widely sold across Europe and neighbouring markets.

A wider impact for travel and mobility

From a travel perspective, the reopening of rail routes, even for commercial freight, is closely watched by regional observers. Transport connectivity is a key factor in tourism development, cross-border mobility, and people-to-people exchanges. While the current agreement focuses strictly on fuel exports, it represents a shift in mindset that could influence future discussions on infrastructure and movement.

Georgia’s role as a transit country further underlines its position as a regional connector between the Caucasus and Europe. As trade routes are gradually restored, travellers and businesses alike may benefit from improved logistics, smoother border procedures, and enhanced regional cooperation.

As the South Caucasus continues to navigate a complex post-conflict landscape, the resumption of rail-based fuel exports stands as one of the clearest signs that dialogue is beginning to translate into action.

L’article Azerbaijan allows cargo transit to Armenia via its territory est apparu en premier sur Travel Tomorrow.

Car manufacturers, automotive suppliers, and fuel companies are currently lobbying the EU to allow new combustion engines to run on biofuels after the bloc’s 2035 cut-off point and be deemed “zero emissions.” But Transport & Environment (T&E) has said in its latest report that biofuels are not truly carbon neutral and could increase CO₂ emissions by up to 23% in 2050 if the automotive lobby is successful.

Worse, T&E says, “planes and ships alone will require roughly double the amount of advanced biofuels than can be sustainably sourced in Europe,” and that’s without adding the automotive sector’s needs into the equation. Running a car on animal fats instead of transitioning to purely electric vehicles, T&E claims, “would require the equivalent of 120 pigs a year” per vehicle. European cars already use 1.3 million tonnes of animal fats per year – equivalent to 200 million slaughtered pigs.

Any additional demand driven by changes to the 2035 deadline could lead to cars, planes and ships consuming between two and nine times more advanced biofuels than can be sustainably sourced in the future, T&E has calculated. As a result, they warn that if the EU agrees to the “loophole,” aviation’s decarbonisation will be put at risk. At most, the group says, biofuel-powered cars should be limited to just five percent of 5% of sales.

Lucien Mathieu, cars director at T&E, has dubbed the push for biofuels “absurd,” pointing out that “Europeans can’t eat enough pork or fries to sustainably run even a fraction of Europe’s cars, let alone its ships and planes. Why are the car and oil lobbies flogging non-solutions when we have a ready technology in electric cars? This is nothing but a delay tactic that will leave Europe uncompetitive in the global EV market.”

The EU legislated in 2018 to limit the use of crop-based fuels and prioritise used cooking oil, animals, and other waste-based sources, which, Reuters reports, now account for about half of bio-based diesel in the EU. But, as 60% of biofuels and 80% of cooking oil, are imported into the bloc, T&E warns that high demand is already encouraging fraud, with sources such as palm oil mislabelled as waste. The risk of such fraud would only increase with greater dependency, T&E argue.

The controversy is not the first time biofuel use has hit the headlines in recent weeks. At Brazil’s recent COP30, a group of 100 scientists asked global leaders to recognise the risks associated with biofuel expansion, which they argue are worse than the fossil fuels they replace due to high-emissions crop cultivation, “equivalent to nearly 30 million new diesel cars on the road.”

Biofuel production, they said, damages natural ecosystems, especially in biodiverse and carbon-rich regions due to the consumption of “scarce water resources” and the production of “agricultural runoff.” As the debate now continues on the European stage, the European Commission is set to reveal its package of automotive industry support on 10 December 2026. 

L’article Biofuel market riddled with fraud, not sustainable or truly carbon neutral, campaigners say est apparu en premier sur Travel Tomorrow.

Their study, funded by the Singaporean Ministry of Education, the Agency for Science, Technology and Research, and the Institute for Health Innovation & Technology was published in ACS Central Science journal, explains how they harnessed a principle known as “plug flow” by allowing water to flow from a tower through a metal needle into a narrow tube in short bursts. This caused the droplets to form short columns of water separated by air pockets.

Materials coming into contact with each other can gain or lose their surface charges – witness the way rubbing a balloon on one’s hair creates “static electricity.” So, as the spurts of water and air then passed through the 32-cm tall, 2mm-wide vertical polymer tube and against its conductive inner skin into a cup positioned below, the unbalanced electrical surface charges separated and were harvested by wires.

'Plug Flow: Generating Renewable Electricity with Water from Nature by Breaking the Limit of Debye Length' in ACS Central Science was featured as an ACS Science Release.

Read the release: https://t.co/wki3sZ8XPY
Read the article: https://t.co/0fZzlZ0Ew5 pic.twitter.com/TxJfk0CGBt

— ACS Publications (@ACSPublications) April 29, 2025

The experiment managed to convert more than 10% of the energy of the water falling through the tubes into electricity – a far more efficient result than previously thought possible. What’s more, that positive result was produced in conditions where the droplets were flowing far more slowly than rainfall, leading the researchers to hypothesise that a rainfall system could generate even more energy, even more efficiently.

Taking things a step further, the chemical and biomolecular engineers then tried sending the water through two tubes, both simultaneously and sequentially, and were able to double the energy output. This led them to try chanelling the water through four tubes, via which they successfully powered 12 LEDs (light-emitting-diodes) for 20 seconds.

While the idea of hydroelectricity usually conjures images of gigantic, costly, and sometimes damaging infrastructure such as damns, water turbines, and power plants, along large bodies of water like rivers, the Singapore team has proven a process that indicates clean and renewable electricity could be generated from much smaller amounts of water – even raindrops. It’s a more human-sized technology that could be installed in urban locations, such as in the roofs of dwellings and other buildings, they point out.

“The setup is simple; no equipment is needed,” the researchers explain. “Hence, it is inexpensive and environmentally friendly to install, operate, and maintain,” and they add: “scaling up can be achieved readily in three dimensions for large-scale harvesting of energy from nature. It can be used anywhere, including in urbanized areas.”

L’article Singaporean scientists turn raindrops into electricity in clean energy breakthrough est apparu en premier sur Travel Tomorrow.

The measurements were taken from a coastal buoy placed by the Hydrographic Institute’s national monitoring network (MONIZEE) near Faro, the country’s southernmost district. They averaged 25.1°C, which is “significantly higher” than the last two decades’ average, the Portuguese Navy’s website says.

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Average temperatures hit “Extreme” levels

The naval statement goes on to explain that the conditions for a “marine heatwave” are met when daily sea temperatures exceed the 90^th percentile of averages for that region and season, for at least five consecutive days. In this instance, the data spanned 28 June to 9 July.

What’s more, the daily sea temperatures recorded “exceeded the average temperature by more than 5°C” and so fall into “the category of marine heatwave considered extreme”, the Navy website went on.

Since that high point, sea temperatures in the region have dropped back to normal, and now sit between 18 and 20°C, but periods of high sea temperatures have been found by scientists to have a catastrophic effect on ecosystems and habitats such as the coral reefs, sea grass meadows, and kelp forests that provide food and shelter for a wide array of marine life.

Here is a visualization of the remarkable marine heatwave in the Mediterranean.

These temperatures are incredibly anomalous and are among the highest ever observed for this time of year. pic.twitter.com/1EkrfbABhi

— Andrew Austin-Adler (@WeathermanAAA_) July 7, 2025

Risk to human life

The same study, published in the Proceedings of the National Academy of Sciences in April 2025, points out that as well as affecting aquatic creatures and organisms, high sea temperatures are behind supercharged storms and deadly weather systems that cause flooding and other risks to humanity – who are driving the problem by burning fossil fuels. Marine heatwaves are becoming not only more frequent but hotter, and half of them in the last quarter century would not have occurred without the effect of global warming, the researchers said.

As well as affecting agriculture and the fishing industry, waters that are warmer than usual are said to have contributed to recent disasters such as the Persian Gulf Floods of 2024, which cancelled over 1,200 flights at Dubai Airport, the sinking of the Bayesian yacht in the same year off the coast of Sicily, with the loss of seven lives, and flash floods in Jordan in 2025, that resulted in mass evacuations of tourists from Petra and claimed the lives of a Belgian mother and her son.

L’article Portuguese sea temperatures hit “extreme” highs qualifying as “marine heatwave” est apparu en premier sur Travel Tomorrow.

On 17 July 2025, the aviation industry – represented by the DESTINATION 2050 partners, fuel suppliers (Fuels Europe, Hydrogen Europe, Project SkyPower), and cargo and express delivery operators (European Cargo Alliance, European Express Association) – released a joint call regarding the matter. According to the sector, the affordable SAF deployment across Europe is meeting many challenges.

At the moment, HEFA‑based fuels (Hydroprocessed Esters and Fatty Acids) are the only commercially available option. However, compared to conventional kerosene, these fuels represent a substantial cost increase. While the next generation of Sustainable Aviation Fuels is underway, including e‑SAF and advanced biofuels, their development struggles to find investors. Reaching Final Investment Decisions (FID) in particular proves to be difficult. 

“By setting SAF mandates, ReFuelEU Aviation provided the ‘sticks’ needed for legal certainty, but failed to provide the ‘carrots’ – namely, the financial incentives and flexibility mechanisms required to ensure SAF is produced at scale and at competitive prices. Today, the industry has come together to present a 10‑point plan to address this imbalance. It is now crucial that the Commission moves swiftly to create the supportive policy environment needed to develop Europe’s SAF market. Only then can we remain globally competitive and achieve our shared goal of net zero emissions by 2050,” said Stefan Schulte commented, ACI EUROPE President and CEO of Fraport.

The 10‑point action plan presented by the industry players addresses these disadvantages and catalyses the scale‑up of SAF production and deployment. According to the plan, some regulatory and financial measures are needed to de‑risk investment, allowing to bridge the significant cost gap, which is needed to decarbonise air transport. New instruments to overcome market failures should be established, greater regulatory certainty should be created, and existing instruments should be built upon by the European Commission. 

“ReFuelEU Aviation is the backbone of Europe’s SAF strategy, but its success relies on swift, coordinated action to resolve the remaining investment and implementation barriers. SAF is no longer a distant solution, it is a reality that must scale now. It presents the opportunity to improve the EU’s energy security, strengthen its economic prosperity and bolster climate innovation. We urge policymakers at EU and national levels to take immediate action and work together with industry to ensure a timely and robust ramp-up of SAF in Europe. This call for action for SAF should form part of a more comprehensive and dedicated EU aviation & aeronautics strategy (including new aircraft and engine technology, ATM, carbon removals, industrial aspects etc.) to deliver a leading, competitive and sustainable European industry,” the call reads.

The plan was handed over on 17 July 2025 to Apostolos Tzitzikostas, Commissioner for Sustainable Transport and Tourism, during a special Implementation Dialogue. With the European Commission soon to unveil its Sustainable Transport Investment Plan in Q3 2025, the 10‑point action plan was released at a decisive moment.  

L’article European aviation sector calls for increased policy support on Sustainable Aviation Fuels  est apparu en premier sur Travel Tomorrow.