The International Air Transport Association (IATA) has announced a major target: doubling global Sustainable Aviation Fuel (SAF) production to 2 million tonnes (2.5 billion liters) by 2025. That would mark real progress for a sector under increasing scrutiny for its carbon emissions. Yet even with that increase, SAF would still make up just 0.7% of total aviation fuel use—a sliver of what’s needed to decarbonize the skies.
The aviation sector accounts for nearly 2% of global CO₂ emissions, and SAF is currently seen as the most viable near-term solution to cut that number. Unlike conventional jet fuel, SAF is derived from renewable feedstocks like waste oils and organic waste, and can reduce lifecycle emissions by up to 80%.
Still, airlines are far from breaking their dependency on fossil fuel. Today, 99% of aviation fuel remains petroleum-based, and without major policy interventions, that may not change fast enough.

Why Scaling SAF Remains So Hard—and Expensive
IATA further explains that sustainable aviation fuel (SAF) costs about five times more than regular jet fuel. This high price comes from the complex process of making SAF, which uses advanced technology and hard-to-find raw materials. On top of that, airlines face extra costs to meet government rules in places like the EU and the UK. For example, European airlines may have to spend an extra $1.7 billion just to follow SAF requirements.
Willie Walsh, IATA’s Director General, said,
“While it is encouraging that SAF production is expected to double to 2 million tonnes in 2025, that is just 0.7% of aviation’s total fuel needs. And even that relatively small amount will add $4.4 billion globally to the fuel bill. The pace of progress in ramping up production and gaining efficiencies to reduce costs must accelerate.”
For smaller airlines, these costs are especially punishing. That’s why IATA and industry leaders are calling for stronger government support—tax credits, subsidies, and policy reforms that can level the playing field with fossil fuels.
Without such support, there’s a risk that SAF production could stagnate right when it needs to ramp up.
Walsh further says,
“This highlights the problem with the implementation of mandates before there are sufficient market conditions and before safeguards are in place against unreasonable market practices that raise the cost of decarbonization. Raising the cost of the energy transition that is already estimated to be a staggering $4.7 trillion should not be the aim or the result of decarbonization policies. Europe needs to realize that its approach is not working and find another way.”
Government Support: The Missing Link?
Progress is visible in some regions. The Biden administration has launched green aviation programs in the U.S., though many in the sector say the funding and guarantees still fall short. Meanwhile, Norway and Sweden are setting the pace with robust incentives that make SAF more accessible and affordable.
These countries show that smart policy can align environmental and economic goals. Their models could be copied elsewhere, especially in emerging markets where aviation growth is exploding.
IATA urges governments to focus on three key priorities:
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Fixing the policy imbalance: Redirecting a portion of the $1 trillion in annual fossil fuel subsidies could boost SAF economics dramatically.
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Building integrated energy strategies: A long-term plan must ensure SAF gets a fair slice of the renewable energy supply and infrastructure.
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Supporting CORSIA: IATA wants more Eligible Emissions Units (EEUs) available under the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). So far, only Guyana has made its carbon credits available to airlines under the scheme.
Building the SAF Market: IATA’s Initiatives
To help scale up the SAF market, IATA is supporting two key programs:
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SAF Registry (via CADO): A global system to track SAF usage and emissions reductions. It ensures compliance with standards like CORSIA and the EU ETS.
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SAF Matchmaker: A platform that connects airlines seeking SAF with producers who have it, helping both sides find better deals and drive volume.
Together, these tools aim to bring more transparency and efficiency to a market that’s still in its infancy.
The Global SAF Market in 2030: A Long Climb Ahead
Key trends shaping the SAF market:
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High prices continue to slow adoption
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Investor interest is rising, especially in new tech like waste-to-fuel systems that could cut costs
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Policy action will determine how fast production scales
With the right mix of investment and regulation, SAF could become cost-competitive with fossil fuel sooner than many expect.
India: A Growing Aviation Power Makes a SAF Play
India is stepping into the spotlight with bold SAF goals. As the world’s third-largest oil consumer and third-largest aviation market, India has launched the Global Biofuels Alliance to accelerate the adoption of alternative fuels, including SAF.
The country aims for a 2% SAF blend in international flights by 2028. To reach this goal, India plans to offer guaranteed pricing, capital support, and technical standards.
IATA is partnering with ISMA (Indian Sugar & Bio-Energy Manufacturers Association) and Praj Industries to guide India on feedstock sustainability and lifecycle assessments—critical steps toward building a globally recognized SAF ecosystem.
Can the Aviation Industry Afford to Go Green?
While the goal to double SAF production is commendable, cost remains the industry’s biggest concern. Airlines operate on razor-thin margins and can’t absorb high fuel costs without passing them on to passengers.
What’s needed is a system-wide alignment:
- Governments must provide financial support through subsidies and grants
- Airlines must commit to long-term SAF purchase agreements
- Investors must back scalable, cost-cutting tech
- Consumers must favor low-carbon travel options
The stakes are high, but so is the potential. SAF offers the most immediate path to decarbonize long-haul aviation, where electric or hydrogen options won’t be viable anytime soon.
Doubling SAF output to 2 million tonnes by 2025 is a strong step. But to meet net-zero goals by 2050, the world needs to go far beyond. That means bold policies, faster tech innovation, and deeper collaboration between governments, airlines, and energy producers.
The post Doubling SAF Production by 2025: IATA’s Push for Greener Skies Still Faces Big Hurdles 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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