The latest move in the sustainable aviation fuel (SAF) sector is Boeing’s partnering with Norway’s Norsk e-Fuel to help develop one of Europe’s first large-scale Power-to-Liquids (PtL) facilities.
This partnership aligns with the aviation industry and ICAO member states’ goal to reach net-zero carbon emissions by 2050. Also, Boeing’s investment will boost SAF production in the Nordics and globally.
Steve Gillard, Boeing’s regional sustainability director for Europe, Middle East, Türkiye, Africa and Central Asia.
“Our support of and collaboration with Norsk e-Fuel underscores the importance of using fossil-free energy to accelerate SAF production, which is key to reducing aviation’s carbon emissions towards 2050. Our partnership to advance e-fuels will help mobilize the commercialization of SAF in the Nordics and across the world, increasing accessibility and availability for our customers as we help build a robust SAF ecosystem.”
Boeing and Norsk e-Fuel Power Up Sustainable Aviation
Norsk e-Fuel, a Norway-based company that supplies fuels to the aviation industry, is pioneering SAF production through its innovative Power-to-Liquids (PtL) process. The company aims to accelerate the transition to renewable aviation by producing electro-SAF (e-SAF).
So What is e-SAF?
Well, this advanced fuel is created by using fossil-free power to generate green hydrogen, which is then combined with recycled CO₂ from biogenic sources. Notably, the CO2 is extracted from the air using innovative Direct Air Capture (DAC) systems.
- The result is a synthetic jet fuel that reduces greenhouse gas emissions by over 90% compared to traditional jet fuel.

Revolutionary Tech Powers Sustainable Fuel Production
Norsk e-Fuel combines cutting-edge technologies to create sustainable aviation fuel (SAF). The process includes Axens and Paul Wurth’s advanced Reverse-Water-Gas-Shift (RWGS) and Fischer-Tropsch units, along with the Gasel® upgrading unit. All these technologies boost energy efficiency and reduce emissions.
Second, Sunfire’s innovative electrolyzer, based on Solid Oxide Electrolyzer Cells (SOEC), uses steam and CO₂ to produce renewable syngas in one step. Next, the Smart integration of waste heat increases plant output, delivering 30% more fuel with the same energy input compared to gas-fired systems.
Lastly, Climeworks adds direct air capture technology to remove CO₂ directly from the atmosphere. Powered by renewable energy, it uses advanced filters to capture and release CO₂ for use or storage. Together, these technologies transform aviation fuel into a cleaner, greener solution.

Scaling Up: Large-Scale Facilities for a Cleaner Future
As a project developer, Norsk e-Fuel is establishing large-scale production sites to meet the aviation industry’s demand for sustainable fuels. The company works with strategic investors and key partners to bring industrial-scale Power-to-Liquid production to life. Its efforts focus on building a new value chain for sustainable fuels to drive renewable aviation forward.
Lars Bjørn Larsen, CCO of Norsk e-Fuel remarked on this partnership, saying:
“Our goal is to make e-fuels competitive with and eventually replace fossil fuels in critical infrastructures as SAF needs to become readily accessible and affordable for advancing aviation’s decarbonization. Boeing’s investment will further accelerate our project pipeline and will facilitate the broader aviation industry’s transition to net-zero emissions.”
Boeing’s investment in Norsk e-Fuel will aid the EU’s SAF volume targets. It will also boost energy security and the long-term competitiveness of aviation in the Nordic region. Overall, this collaboration has the potential to shape policies for the global SAF industry’s economic viability.
- READ MORE: British Airways Commits £9M to Carbon Removal Credits. Can this Propel Aviation to Net Zero?
Clearing the Skies with SAF
Sustainable aviation fuel (SAF) is transforming the way aircraft are powered by offering a cleaner energy source. It helps reduce the aviation industry’s carbon footprint and dependence on fossil fuels. Despite its benefits, SAF made up only 0.53% of global commercial fuel use in 2024, as per the press release.
- In Europe, the RefuelEU SAF initiative is driving change. It aims to gradually increase SAF’s share to 6% by 2030 and 70% by 2050.
- For e-SAF, like the fuel Norsk e-Fuel produces, the targets are even more ambitious—1.2% by 2030 and 35% by 2050.

ReFuelEU Aviation, part of the EU’s Fit for 55 package, promotes SAF as the most effective way to lower aviation emissions. Fuel suppliers must blend SAF with traditional jet fuel at EU airports. This regulation supports the EU’s climate goals and will cut aviation CO2 emissions by over 60% by 2050 compared to 1990 levels.
The increased use of SAF also improves air quality by reducing harmful pollutants like CO, NOx, and PM, especially near airports. By embracing SAF, the aviation industry takes a major step toward a sustainable, cleaner future.

Boeing’s “Avoid First, Remove Second” Strategy to Cut Carbon Emissions
Boeing follows an “Avoid First, Remove Second” strategy to lower its carbon footprint. The focus is on avoiding Scope 1 and Scope 2 emissions by using renewable energy, energy-efficient systems, and sustainable aviation fuel (SAF). For emissions that are hard to reduce, Boeing invests in permanent carbon removal to support long-term carbon reduction.
Over the past four years, Boeing has voluntarily offset emissions from its manufacturing sites and business travel. In 2023, these offsets met strict global standards, ensuring they were measurable, verified, and tracked. Boeing also followed the aviation sector’s CORSIA framework for offsets.
The company plans to cut fossil fuel use by investing in renewable energy, energy-efficient infrastructure, and conservation efforts. For harder-to-reduce emissions, Boeing will increase investments in permanent removal technologies.
Sustainability Target
Boeing aims to cut greenhouse gas emissions by 55% by 2030. By the end of 2023, it reduced Scope 1 and Scope 2 emissions by 26% from 2017 levels. It also plans to use 100% renewable electricity to boost clean energy use and conservation efforts.

5 Key Areas to Decarbonize Aerospace
The company’s sustainability report also revealed that they are working with customers and governments to achieve net-zero emissions by 2050. And they are focussing on five key areas:
- Fleet Renewal: New airplanes are 20%-30% more efficient than older ones.
- Operational Efficiency: Boeing helps improve flight operations, air traffic management, and maintenance to cut emissions by up to 10%.
- Renewable Energy: Research on SAF and renewable energy drives sustainability in aviation.
- Advanced Technology: Boeing invests in cleaner designs, efficient propulsion, and advanced digital tools.
- Market-Based Measures: The company offsets emissions from business travel and invests in permanent carbon removal projects.
As Boeing brings its leadership in the SAF industry to this strategic partnership, Norsk e-Fuel adds its advanced technology and a strong network of partners. This includes Norway’s largest air carrier, Norway. Together, they aim to make sustainable aviation a reality, supporting global efforts to achieve net-zero carbon emissions by 2050.
The post Boeing’s Big Move: Boosting EU Aviation with Norsk e-Fuel’s SAF 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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