Since the Paris Agreement in COP21, many countries around the world, including Ghana and Thailand, have established a Nationally Determined Contribution (NDC) to reduce greenhouse gas (GHG) emissions, with first update recently in COP26. With Ghana’s ongoing effort at COP26 to change its baseline to 2019, this study established a detailed Ghana vehicle ownership model with necessary transport parameters to construct an energy demand model to provide insight for reducing GHG emission contributions from road transport through biofuel (both bioethanol and biodiesel) potential by recourse to a Low Emission Analysis Platform (LEAP), with two scenarios of development from Thailand’s best practice for policy recommendation, which are alternative (ALT), with up to E20/B20, and extreme (EXT), with up to E85/B50, for new vehicles. In each case, energy demand and GHG emissions were analyzed from detailed data on Ghana’s transport sector to show potential benefit from biofuel usages. From Ghana’s transport sector contribution to NDC, 8.4% and 11.1% of GHG emission reduction in 2030 can be achieved with a 0.13% and 0.27% additional arable land requirement from ALT and EXT scenarios. Policy recommendation and implication were also discussed.

The impacts of fuel aromatic content, Polycyclic Aromatic Hydrocarbon (PAH) content and biofuel fractions were experimentally explored in this study. The blende The impacts of fuel aromatic content, Polycyclic Aromatic Hydrocarbon (PAH) content and biofuel fractions were experimentally explored in this study. The blende

Aiming to reduce greenhouse gas emission in the aviation sector, enhance energy security, and create value from domestic, non-food feedstocks, Thailand has set the Sustainable Aviation Fuel (SAF) blending targets to increase from 1% in 2026 to 8% by 2037. This study examines the potential of non-food-based SAF co-products to supplement the road transport fuel supply. Thailand’s SAF deployment will primarily rely on Hydro-processed Esters and Fatty Acids (HEFA) and Alcohol-to-Jet (AtJ) pathways, utilizing non-food feedstocks such as Used Cooking Oil (UCO), Palm Fatty Acid Distillate (PFAD), and molasses-derived ethanol. Therefore, this study estimated the quantity of co-products from considered pathways from literature based on the feedstock availability expected from the SAF targets in the Thailand energy plan. Based on projected feedstock availability, the study estimates that by 2026, HEFA-derived SAF could produce approximately 0.13 million liters per day (ML/D) of diesel and 0.04 ML/D of gasoline-range co-products. With the addition of molasses-based AtJ by 2030, these volumes could rise to 0.74 ML/D of diesel and 0.32 ML/D of gasoline. These co-product volumes contribute significantly to Thailand’s AEDP goals, providing an additional 37.68% beyond biodiesel targets for renewable diesel, and 34.37% beyond ethanol targets for renewable gasoline. These findings indicate that SAF deployment not only supports decarbonization in the aviation sector but also provides co-benefits for the land transport sector by enhancing the supply of renewable diesel and gasoline. This dual-sector impact can help reduce fossil fuel consumption and support Thailand’s greenhouse gas (GHG) reduction targets under the Nationally Determined Contribution (NDC). By quantifying the contribution of SAF co-products to road transport fuels, this study addresses a critical research gap—an area that has received limited attention in the Thai context. However, the support actions are needed to ensured that the utilization of SAF co-products for transport sector can sustainably decarbonizations such as cooperation of relevant industry sector needs, process improvement, emission factor analysis.

The recent expansion of mass public transit in Bangkok has increased demand for public motorcycle taxis as a first- and last-mile solution for sustainable urban mobility. This study presents the results of a real-world demonstration project that transitioned 50 conventional public motorcycle taxis into electric motorcycles supported by a battery-swapping system. The project evaluated vehicle performance, operational patterns, electricity consumption, and greenhouse gas (GHG) emissions under actual traffic conditions. Electric motorcycles deployed in taxi services must accommodate additional passenger load, provide sufficient acceleration for dense urban traffic, and sustain high daily travel distances. The findings show that participating riders accumulated a total driving distance of 759,354 km during the project period, demonstrating the technical and operational feasibility of electrification in high utilization fleets. Based on measured electricity consumption and Thailand’s grid emission factor, the transition resulted in an estimated reduction of approximately 1708.4 metric tons of CO₂ equivalent emissions, excluding additional benefits associated with modal shifts to mass public transit. The results further indicate that battery-swapping infrastructure is a critical operational enabler, as daily travel distances frequently exceed the single-charge range of typical electric motorcycles. Scenario projections aligned with Thailand’s 30-by-30 electric vehicle policy target suggest that large-scale electrification of motorcycle fleets could contribute substantially to national mitigation efforts, supporting the country’s accelerated goal of net-zero emissions target by 2050.