UK government targets for “sustainable aviation fuels” (SAFs) will only cut emissions from the sector to 0.8% below current levels in 2040, Carbon Brief analysis shows.
From 2025, flights taking off from the UK must use a fixed share of SAFs, which are largely made from waste products. This share will gradually rise from 2% next year to 22% in 2040.
The government says its “SAF mandate” will cut aviation emissions by 6.3m tonnes of carbon dioxide equivalent (MtCO2e) in 2040.
However, Carbon Brief analysis of government forecasts shows this being almost entirely wiped out by rising demand for air travel, meaning emissions would only fall by 0.8% overall.
The SAF mandate is the most substantial policy to date under the UK government’s “jet-zero” strategy for decarbonising air travel, which eschewed efforts to limit demand. The mandate relies heavily on fuels made from used cooking oil and other waste products, which are in limited supply.
No change
The SAF mandate will require jet fuel suppliers to ensure that an increasing share of the product they supply is “sustainable”. This is meant to encourage investment in new facilities to produce SAFs.
Fuels described as SAFs include those made from waste, such as used cooking oil, household waste and offcuts from the forestry sector.
Despite their name, SAFs produce just as many emissions as fossil fuels when burned to power planes.
However, they generally – although not always – have a lower overall “lifecycle” carbon footprint than petroleum-based jet fuel. This is due to CO2 emissions absorbed from the atmosphere when growing plants for biofuels, or emissions that are avoided by diverting waste products to be used as fuels.
These emissions savings are counted towards the UK’s aviation sector as a whole.
(The government says that, for the time being, it will not support SAFs made directly from crops, which tend to have relatively high carbon footprints due to changes in land use.)
The new UK mandate starts in 2025 with a requirement that 2% of total jet fuel demand is SAF, increasing to 10% in 2030 and 22% in 2040. The government says there is currently not enough certainty in the SAF market to set targets beyond that date.
These measures will cut overall aviation emissions by 2.7MtCO2e in 2030 and 6.3MtCO2e in 2040, according to the government.
Based on government forecasts for jet fuel use, this change will be almost totally offset by a growth in flights, leaving UK aviation emissions virtually unchanged between now and 2040.
Emissions in 2025 are expected to be 36.0MtCO2e, while 15 years later they are set to be 35.7MtCO2e, according to Carbon Brief analysis. This is a drop of just 0.3MtCO2e, or 0.8%. This is illustrated in the chart below, with the SAF mandate merely preventing an increase in emissions resulting from higher jet fuel use in 2040.
These figures are derived from the government’s “central case”, cited in its underlying analysis for the SAF mandate, which sees jet fuel use increasing from 11.5m tonnes (Mt) in 2025 to 13.3Mt in 2040. This, in turn, is based on policies in the government’s “continuation of current trends” scenario, with the SAF mandate included.
The government expects far more flights to take off from the UK in the coming years, resulting in higher jet fuel use. It has resisted pressure to curb the demand for air travel, despite warnings from experts that such actions are vital for reducing aviation emissions.
In its jet-zero strategy, the government stated that it is aiming for a “high ambition” scenario, which would see aviation emissions fall faster in the coming years. However, as it stands, it has not introduced policies to drive further emissions reductions in planes.
The SAF mandate assumes that SAFs reduce lifecycle emissions from jet fuel by 70%. Certificates will be issued to fuel suppliers for each tonne of SAF produced, using this baseline emissions reduction goal as the standard.
However, Prof Bill Rutherford, an Imperial College London biochemist who contributed to two major assessments of low-carbon aviation fuels in the UK last year, tells Carbon Brief he is sceptical about lifecycle emissions analysis that shows such high emissions benefits:
“Lifecycle analysis is a very fuzzy science…You can basically get what you want out of it.”
For example, in its analysis, the government assumes that SAFs made from used cooking oil – which are expected to make up virtually the entire UK supply in the short-term – cut lifecycle emissions by roughly 95-98% compared to conventional jet fuel.
Dr Andrea Fantuzzi, another Imperial College London chemist who also worked on the low-carbon fuel assessments with Rutherford, says such figures seem “way too high”. He estimates that the savings would be closer to 70%.
Fantuzzi adds that even this does not account for the land originally used to produce the oil, and assumes that the oil would otherwise be thrown away – rather than used to power road vehicles, for example. (For more on waste oils, see: More cooking oil.)
Additionally, Rutherford points out that the use of SAFs has no impact on non-CO2 emissions from planes, which could account for up to two-thirds of their climate impact. He concludes:
“The only way you can make aviation any more sustainable is to do less of it.”
More cooking oil
The only SAFs that are currently available in the UK are fuels made from used cooking oil and other waste oils, which are collected from restaurants and factories.
However, the SAF mandate includes a limit on the amount of waste oil-based fuels within its overall targets. This is partly to “incentivise the development of new technologies” and partly due to concerns that waste oil supplies will be insufficient.
For the first two years, these fuels will be allowed to make up 100% of UK SAFs. This then falls to 71% in 2030 and 33% in 2040. Overall, waste oil-based SAFs would account for 2% of total jet fuel use in 2025 and up to 7.8% in 2040.
Despite these limits, waste oil-based SAF use is expected to rise around 15-fold from current levels within a decade. This huge increase in demand for waste cooking oil under the SAF mandate is illustrated in the figure below.
The Aviation Environment Federation said in a statement that the amount of waste oil being allowed into UK jet fuel under the UK’s SAF mandate is “much higher than we, and many others, were expecting, and appears to be the result of airline pressure”. The looser cap on these fuels was “welcomed” by industry body Airlines UK.
It raises the question of where the UK will source the required volume of waste oil to meet SAF targets.
Studies have shown that there is nowhere near enough waste cooking oil produced domestically, within the UK, to supply jet fuel demand. “We’re not about to start eating more chips, so we will have to start importing more waste oil,” Matt Finch, UK policy manager at the NGO Transport and Environment, tells Carbon Brief.
The government itself acknowledges this, saying that production of these SAFs within the UK is likely to be constrained by the availability of waste cooking oil from 2029 onwards.
It notes that their availability will therefore be “highly dependent” on how much waste oil the UK can import.
As of 2023, waste cooking oil collected in the UK only accounted for 7% of the country’s SAF production. This share has shrunk in recent years, such that imports from other countries – particularly China – have driven most of the growth in production, as the chart below shows.
There is mounting evidence that the demand for imported cooking oil in the UK and Europe is being met with virgin palm oil that has been fraudulently passed off as waste. This would cancel out the fuel’s emissions savings, due to the land clearances for oil palm plantations.
The UK’s aviation sector will have to compete not only with other countries for a limited pool of waste cooking oil, but also with other sectors.
Most of the UK’s waste cooking oil supplies are currently used to make biofuels for trucks and other road transport. Again, diverting resources from road fuel use would undermine the emissions savings from using them in SAFs.
The government acknowledges this, noting that “the SAF mandate may divert feedstocks which would have been utilised in other sectors of the economy and this may increase emissions in other sectors”. However, it says this is justified because “there are limited alternatives to decarbonise aviation by 2050”.
One of the scenarios modelled by the government assumes that SAF targets are met, but insufficient waste cooking oil means there is not enough biodiesel for road vehicles. This reduces the cumulative emissions savings between 2025-40 from 53.9MtCO2e to 43.0MtCO2e.
New fuels
The government is also supporting new types of SAF production in the UK, including fuels made from “black bin bag waste” and residues from farming or forestry.
In the newly released documents, the government says the UK will be a “leader” and a “first mover” in these technologies, spurred on by the cap on waste oil fuels and supported by the Advanced Fuel Fund.
Unlike waste oil-based fuels, the government says there will be “sufficient” materials available to meet production demand for these advanced fuels until at least 2040. From that point onwards, it says lack of materials “may become a constraining factor”.
However, a 2023 report by the Royal Society highlighted the limited availability of some waste materials to produce SAFs. It estimated that forest offcuts, for example, would be able to provide no more than 1.7% of current jet fuel demand.
Moreover, many waste sources are already recycled or burned to generate electricity and the government has targets in place to cut household waste in the coming years. “Most waste is already used for something that’s not jet fuel, so we know supplies of waste-based SAF will be limited,” Finch tells Carbon Brief.
Finally, the government’s mandate also includes another target, within the overarching SAF goal, for scaling up the production of “power-to-liquid” fuels.
These fuels can be made using green hydrogen and carbon captured from the air. Unlike most SAFs, they could cut up to 100% of CO2 emissions compared to conventional jet fuel, but they are currently less developed than other options.
The target for power-to-liquid fuels will start in 2028 at 0.2% of total jet fuel demand, reaching 0.5% in 2030 and 3.5% in 2040.
These targets are lower than the ones introduced in the EU, which is aiming for 35% of its jet fuel to be power-to-liquid by 2050. The bloc is also targeting 70% of aviation demand to be met with SAFs by 2050, whereas the UK’s targets stop at 22% by 2040.
In its “balanced net-zero pathway” for UK aviation, government advisors the Climate Change Committee (CCC) proposed that SAFs should make up 25% of jet fuel by 2050, with one-third of this made up of power-to-liquid fuels – roughly 8% of total jet fuel. The government targets are roughly in line with this trajectory.
Thinktank Green Alliance laid out three scenarios for SAF expansion in 2022, including higher ambition goals, with power-to-liquid fuels reaching 28% and 50% of total jet fuel by 2050.
However, it noted that such a rollout could be constrained by the large amounts of additional green hydrogen and renewable power required to produce these fuels.
The report stated:
“It could be argued that aviation should not be a priority use of renewables as there are other options to cut carbon in the sector, such as managing the number of flights taken.”
The post Analysis: Benefits of UK ‘sustainable aviation fuel’ will be wiped out by rising demand appeared first on Carbon Brief.
Analysis: Benefits of UK ‘sustainable aviation fuel’ will be wiped out by rising demand
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Lena Luig is the head of the International Agricultural Policy Division at the Heinrich Böll Foundation, a member of the Global Alliance for the Future of Food. Anna Lappé is the Executive Director of the Global Alliance for the Future of Food.
As toxic clouds loom over Tehran and Beirut from the US and Israel’s bombardment of oil depots and civilian infrastructure in the region’s ongoing war, the world is once again witnessing the not-so-subtle connections between conflict, hunger, food insecurity and the vulnerability of global food systems dependent on fossil fuels, dominated by a few powerful countries and corporations.
The conflict in Iran is having a huge impact on the world’s fertilizer supply. The Strait of Hormuz is a critical trade route in the region for nearly half of the global supply of urea, the main synthetic fertilizer derived from natural gas through the conversion of ammonia.
With the Strait impacted by Iran’s blockades, prices of urea have shot up by 35% since the war started, just as planting season starts in many parts of the world, putting millions of farmers and consumers at risk of increasing production costs and food price spikes, resulting in food insecurity, particularly for low-income households. The World Food Programme has projected that an extra 45 million people would be pushed into acute hunger because of rises in food, oil and shipping costs, if the war continues until June.
Pesticides and synthetic fertilizer leave system fragile
On the face of it, this looks like a supply chain issue, but at the core of this crisis lies a truth about many of our food systems around the world: the instability and injustice in the very design of systems so reliant on these fossil fuel inputs for our food.
At the Global Alliance, a strategic alliance of philanthropic foundations working to transform food systems, we have been documenting the fossil fuel-food nexus, raising alarm about the fragility of a system propped up by fossil fuels, with 15% of annual fossil fuel use going into food systems, in part because of high-cost, fossil fuel-based inputs like pesticides and synthetic fertilizer. The Heinrich Böll Foundation has also been flagging this threat consistently, most recently in the Pesticide Atlas and Soil Atlas compendia.
We’ve seen this before: Russia’s invasion of Ukraine in 2022 sparked global disruptions in fertilizer supply and food price volatility. As the conflict worsened, fertilizer prices spiked – as much from input companies capitalizing on the crisis for speculation as from real cost increases from production and transport – triggering a food price crisis around the world.
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Since then, fertilizer industry profit margins have continued to soar. In 2022, the largest nine fertilizer producers increased their profit margins by more than 35% compared to the year before—when fertilizer prices were already high. As Lena Bassermann and Dr. Gideon Tups underscore in the Heinrich Böll Foundation’s Soil Atlas, the global dependencies of nitrogen fertilizer impacted economies around the world, especially state budgets in already indebted and import-dependent economies, as well as farmers across Africa.
Learning lessons from the war in Ukraine, many countries invested heavily in renewable energy and/or increased domestic oil production as a way to decrease dependency on foreign fossil fuels. But few took the same approach to reimagining domestic food systems and their food sovereignty.
Agroecology as an alternative
There is another way. Governments can adopt policy frameworks to encourage reductions in synthetic fertilizer and pesticide use, especially in regions that currently massively overuse nitrogen fertilizer. At the African Union fertilizer and Soil Health Summit in 2024, African leaders at least agreed that organic fertilizers should be subsidized as well, not only mineral fertilizers, but we can go farther in actively promoting agricultural pathways that reduce fossil fuel dependency.
In 2024, the Global Alliance organized dozens of philanthropies to call for a tenfold increase in investments to help farmers transition from fossil fuel dependency towards agroecological approaches that prioritize livelihoods, health, climate, and biodiversity.
In our research, we detail the huge opportunity to repurpose harmful subsidies currently supporting inputs like synthetic fertilizer and pesticides towards locally-sourced bio-inputs and biofertilizer production. We know this works: There are powerful stories of hope and change from those who have made this transition, despite only receiving a fraction of the financing that industrial agriculture receives, with evidence of benefits from stable incomes and livelihoods to better health and climate outcomes.
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Inspiring examples abound: G-BIACK in Kenya is training farmers how to produce their own high-quality compost; start-ups like the Evola Company in Cambodia are producing both nutrient-rich organic fertilizer and protein-rich animal feed with black soldier fly farming; Sabon Sake in Ghana is enriching sugarcane bagasse – usually organic waste – with microbial agents and earthworms to turn it into a rich vermicompost.
These efforts, grounded in ecosystems and tapping nature for soil fertility and to manage pest pressures, are just some of the countless examples around the world, tapping the skill and knowledge of millions of farmers. On a national and global policy level, the Agroecology Coalition, with 480+ members, including governments, civil society organizations, academic institutions, and philanthropic foundations, is supporting a transition toward agroecology, working with natural systems to produce abundant food, boost biodiversity, and foster community well-being.
Fertilizer industry spins “clean” products
We must also inoculate ourselves from the fertilizer industry’s public relations spin, which includes promoting the promise that their products can be produced without heavy reliance on fossil fuels. Despite experts debunking the viability of what the industry has dubbed “green hydrogen” or “green or clean ammonia”, the sector still promotes this narrative, arguing that these are produced with resource-intensive renewable energy or Carbon Capture and Storage (CCS), a costly and unreliable technology for reducing emissions.
As we mourn this conflict’s senseless destruction and death, including hundreds of children, we also recognize that peace cannot mean a return to business-as-usual. We need to upend the systems that allow the richest and most powerful to have dominion over so much.
This includes fighting for a food system that is based on genuine sovereignty and justice, free from dependency on fossil fuels, one that honors natural systems and puts power into the hands of communities and food producers themselves.
The post Middle East war is another wake-up call for fossil fuel-reliant food systems appeared first on Climate Home News.
Middle East war is another wake-up call for fossil fuel-reliant food systems
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