The global aviation industry has launched a new effort to solve one of its biggest net-zero challenges. It is trying to secure enough high-quality carbon credits.
The International Air Transport Association (IATA) recently launched the Supporting Alliance for CORSIA Eligible Emissions Unit (EEU) Supply. It brings together airlines, governments, carbon market players, investors, and civil society groups.
- The goal is ambitious. The alliance aims to increase the supply of 225 million to 250 million CORSIA-eligible carbon credits by spring 2027.
The move shows a key reality in aviation. Sustainable aviation fuel (SAF) is still the main tool for cutting emissions, but supply is still limited. Because of this, airlines will depend more on carbon markets in the short term to meet climate rules under CORSIA.
The alliance is not only about carbon credits. It also shows how aviation, climate finance, and carbon markets are becoming more connected.
A $5 Billion Carbon Credit Race Takes Flight
CORSIA stands for the Carbon Offsetting and Reduction Scheme for International Aviation. It was created by the International Civil Aviation Organization (ICAO) in 2016. It is still the only global market-based offsetting scheme for managing aviation emissions.
Under this system, airlines must offset emissions that go above set limits. They do this by buying and canceling approved carbon credits called CORSIA Eligible Emissions Units (EEUs).

These credits must meet strict environmental rules. They also need approval from host governments. This helps avoid double counting under the Paris Agreement.
The main problem is supply.
- IATA estimates airlines will need about 200 million CORSIA EEUs by January 2028. This represents a market worth about $4 billion to $5 billion. Demand could rise to nearly 2 billion EEUs by 2035 as rules expand.
Even with this demand, supply is still low. Many countries have not approved credits for CORSIA use. This creates a regulatory bottleneck. It is now one of the biggest risks for aviation’s climate plans.
According to Marie Owens Thomsen, IATA’s Senior Vice President Sustainability and Chief Economist,
“The Supporting Alliance will provide implementation assistance to clear this [double-counting] and other bottlenecks that prevent credits from coming to the CORSIA market. It should be noted that CORSIA will likely generate $4-5 billion of climate finance in the first phase, and potentially $100 billion by 2035, depending on market prices. This will help fund climate action, support remote communities, and spur economic development. We welcome all carbon market stakeholders and related organizations to join forces in the Supporting Alliance to help CORSIA realize its potential social, economic and climate benefits.”
The new alliance aims to fix this. It will help governments connect national climate goals with global carbon market rules under Article 6.2 of the Paris Agreement.
Aviation’s Net-Zero Path Is Becoming More Challenging
The launch comes at a time when airlines face growing pressure. They must cut emissions while air travel demand continues to rise.

The aviation industry has pledged to reach net-zero carbon emissions by 2050. IATA says Sustainable Aviation Fuel could deliver about 65% of the emissions cuts needed. However, SAF production is still very low.
IATA expects global SAF production to reach over 2 million tonnes in a low-case scenario. But this is only 0.7% to 0.8% of total aviation fuel use. This gap is large. But it can also increase up to 32 million in a high-case scenario.

SAF can reduce lifecycle emissions by about 80% compared with regular jet fuel. This makes it one of the most important tools for decarbonization. But high costs, limited raw materials, and slow production growth are holding it back.

Because of this, carbon credits are still a key bridge solution. They help airlines reduce emissions while SAF production scales up. This is also increasing demand for CORSIA-compliant credits and stronger carbon market systems.
From Voluntary Offsets to Compliance-Driven Carbon Markets
The alliance launch also reflects wider growth in global carbon markets. Over the past decade, carbon pricing has become a major climate policy tool. Governments, companies, and investors now see carbon markets as a way to fund emissions cuts and support net-zero goals.
For aviation, carbon credits help cover emissions that cannot yet be reduced with technology.
This is important because aviation is one of the hardest sectors to decarbonize. Unlike cars or trucks, long-distance flights still rely heavily on liquid fuels.
As demand for CORSIA credits grows, carbon project developers may see new opportunities. These include nature-based solutions, renewable energy, methane reduction projects, and engineered carbon removal. All must meet CORSIA rules and get government approval.
The creation of a dedicated alliance for credit supply shows a shift. Carbon markets are moving from voluntary tools to more structured, compliance-based systems for aviation. This shift could bring more investment into high-quality carbon projects worldwide.
Why the World’s Biggest Airlines Are Backing the Alliance
The alliance already has strong support from the industry. It includes more than 32 founding organizations. These include major airline groups such as:
- Air France-KLM,
- Lufthansa Group,
- Qatar Airways,
- Singapore Airlines,
- Japan Airlines,
- International Airlines Group (IAG),
- AirAsia,
- ANA, and
- SWISS.
Their participation shows how important future credit supply is.
Many airlines already invest in sustainability programs. These include fleet upgrades, efficiency improvements, SAF contracts, and carbon reduction projects. At the same time, airlines are under growing pressure from investors, regulators, and customers to improve climate performance.
Access to high-quality CORSIA credits may become more important as airlines meet both regulatory and ESG goals.
The alliance also creates a space for cooperation between governments, airlines, project developers, and financial institutions. This may speed up credit approval and improve transparency in the market.
A Carbon Market Test for Aviation’s Future
The Supporting Alliance for CORSIA EEU Supply could become one of the most important carbon market developments for aviation in recent years. The industry’s net-zero plan depends on SAF, efficiency gains, new technologies, and carbon markets. But the supply of both SAF and CORSIA credits is still below what is needed.
By targeting up to 250 million credits by 2027, IATA is trying to close a growing supply gap before it becomes a bigger compliance issue.
More broadly, this shows how carbon markets are becoming part of real decarbonization strategies. They are no longer just voluntary tools. They are now part of regulated systems for hard-to-decarbonize sectors.
For the airline sector, the pressure is high. Passenger demand is rising while emissions pressure is also increasing every year.
Whether the alliance succeeds or not, its launch sends an important message. The future of aviation net zero will depend not only on cleaner fuels and better aircraft but also on strong and scalable carbon markets.
The post IATA’s New Carbon Credit Alliance: Can Aviation Secure Enough Offsets for Net Zero? appeared first on Carbon Credits.
Carbon Footprint
Insetting vs Offsetting: Which Actually Counts Toward Your Scope 3 Targets
The accounting differences that decide whether your nature investment shows up in inventory, in BVCM, or nowhere at all.
The question reaches a procurement team about three weeks before the next sustainability committee meeting. Someone has read about insetting. Someone else has just signed off on an offset purchase. The CSO wants to know if the two are interchangeable. The answer is no, and the GHG Protocol Land Sector and Removals Standard is the reason why.
This article walks through what each term means at audit-grade specificity, what the standards actually say about how each gets counted, and how to decide which tool fits which target. The insetting vs offsetting question is one of the most-searched in corporate climate strategy, and one of the most poorly answered. By the end of this piece, you should be able to brief a committee on the difference without notes.
The two definitions, in plain English
Offsetting means buying carbon credits generated outside your value chain and retiring them against your residual emissions. The reduction happens somewhere else, financed by you, and the credit is the receipt.
Insetting means investing in emission reductions or removals inside your own value chain, typically with suppliers, where the reduction is directly linked to the products and services you buy. The reduction happens inside the boundary of your Scope 3 inventory, and the accounting treatment is fundamentally different.
The shorthand from the University of Oxford’s Nature-based Insetting Initiative is useful: insetting is what you do with the supply chain you have; offsetting is what you do with the supply chain you do not have.
What the GHG Protocol Land Sector Standard actually says
The GHG Protocol Land Sector and Removals Standard, finalised in 2024 after a multi-year pilot, sets the rules for how land-based emission reductions and removals enter corporate inventories. The Standard distinguishes between inventory accounting (Scope 1, 2, and 3) and project or intervention accounting (a separate methodology for crediting).
For insetting, the practical implication is that supplier-level interventions, when properly measured and attributed, can reduce your Scope 3 category 1 (purchased goods and services) emissions in your inventory. The reduction is not a credit retired against the inventory; it is a lower inventory number, period.
For offsetting, the credit is retired separately. It can be reported as a contribution toward a net-zero claim under the SBTi Beyond Value Chain Mitigation framework or as part of a VCMI Carbon Integrity claim, but it does not lower the inventory number.
A practical consequence: if your Science Based Target requires a 50% absolute reduction in Scope 3 emissions by 2030, insetting moves you toward the target. Offsetting does not. This single point of difference reshapes the procurement decision.
When insetting counts toward Scope 3 (and when it does not)
Insetting counts toward Scope 3 only when several conditions are met:
- The intervention must occur with an entity in your value chain.
- The emissions reduction or removal must be measured against a defensible baseline.
- The reduction must be attributed to your share of that supplier’s output, not double-counted with other buyers.
- It must follow the inventory accounting rules in the GHG Protocol Land Sector Standard, not the project accounting rules used to generate credits.
The most common failure mode is double counting. If your supplier sells the same reduction as a credit on the voluntary market and also reports it to you as a Scope 3 reduction, the math breaks. The Standard requires you to address this risk, typically by purchasing and retiring the supplier-issued credit as part of your inventory or by contractual provisions that prevent the supplier from selling the reduction twice.
When insetting does not count toward Scope 3: when the intervention sits with a supplier you do not buy from, when the baseline is not defensible, when the attribution is unclear, or when the documentation does not survive audit. Those cases default to Beyond Value Chain Mitigation, which is still useful but operates on a different ledger.
The procurement and supplier engagement question
Insetting is harder than offsetting. That is the unfashionable truth most buyers eventually confront. Offsetting is a transaction; insetting is a relationship.
To run an insetting program, you need supplier mapping precise enough to know which farms or facilities sit at which Scope 3 boundary. You need an engagement model that gets suppliers to participate, which usually requires multi-year commitments and shared economics. You need an MRV architecture that measures the right things and produces audit-ready documentation. And you need a contractual structure that prevents double counting and protects both sides.
The trade-off you receive in return is significant. Reductions count against your inventory rather than your residual. Supplier relationships deepen, which protects sourcing continuity. Yield and quality improvements often follow regenerative interventions, which reduces your input cost over time. And the regulatory file, under CSRD, CSDDD, EUDR, and the SBTi FLAG Guidance, is materially stronger.
Choosing the right tool for the right target
A practical decision rule. If your target is a science-based Scope 3 reduction and you operate in a FLAG sector or source FLAG commodities, insetting is the structurally correct tool. If your target is a net-zero claim that includes neutralising hard-to-abate residual emissions outside your value chain, BVCM via high-integrity offsets is the structurally correct tool. Most companies with material Scope 3 exposure need both, in different proportions, sequenced over time.
The sequencing matters. Insetting takes longer to stand up but produces a permanent reduction in the inventory. Offsetting can be transacted faster but does not change the inventory and now sits under tighter claim restrictions. Treat them as complementary tools with different jobs, not as substitutes. The Accountability Framework Initiative and the IUCN Global Standard for Nature-based Solutions both provide useful guardrails for the insetting side, with biodiversity, human rights, and benefit-sharing requirements that go beyond carbon math.
If you are mapping a Scope 3 reduction roadmap and need to scope which interventions count toward your inventory versus which sit in Beyond Value Chain Mitigation, the carbon and sustainability experts at Carbon Credit Capital can help you structure a nature-based supply chain investment program that fits your FLAG exposure, your target architecture, and your audit horizon. Schedule a consultation.
Carbon Footprint
Net zero needs nature: a carbon credit guide
Net zero is often described as a balancing act: cut what you can, account for the rest, and reach zero on the ledger. That framing is useful, but it leaves something out. It treats every tonne of carbon as interchangeable and every route to zero as equally sound, while the science tells a more specific story.
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Carbon Footprint
Deforestation in Malawi: causes and solutions
Malawi has lost a striking share of its forests over the past three decades. Woodlands that once covered well over a third of the country now cover less than a quarter, and the pressure on what remains is increasing. Behind those figures sit two practical questions: what is driving the loss, and what reverses it?
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