United Airlines is taking a bold step toward cutting its carbon footprint by investing in Twelve, a California-based company that makes Power-to-Liquid (PtL) fuels. This move is part of United’s Sustainable Flight Fund, and it supports the airline’s goal of cutting aviation emissions by 90% by 2050. The fund is designed to back new ideas that can make air travel cleaner.
Turning CO2 into Jet Fuel: How Twelve’s Tech Works
Twelve has built a new way to make jet fuel that doesn’t rely on crops, waste oils, or fossil fuels. Their patented process takes carbon dioxide (CO2) captured from the air or factories and mixes it with renewable electricity (like solar or wind power). The result is a liquid fuel that works like regular jet fuel but with much lower emissions.
This carbon transformation method creates a closed-loop carbon cycle. That means the CO2 used to make the fuel is the same CO2 released when planes burn it — no extra carbon is added to the atmosphere. By closing this loop, Twelve’s process helps slow climate change and reduces the need to pump new fossil fuels from the ground.
It also fixes another problem. Many traditional types of Sustainable Aviation Fuel (SAF) use materials like used cooking oil, animal fats, or crops such as corn and sugarcane. These feedstocks are limited and can be hard to get in large amounts. They also raise ethical questions about using farmland for fuel instead of food.
Twelve’s technology skips these issues entirely, making it easier to grow the SAF supply in the long run.
United’s investment comes after Twelve raised $83 million in its recent Series C funding round. The company is also building its first commercial facility, called AirPlant™ One, in Moses Lake, Washington. The plant will start operating this year and will produce 50,000 gallons of sustainable aviation fuel each year.
Backing the Future: United’s Sustainable Flight Fund
United Airlines is serious about finding new ways to make flying greener. The airline launched the Sustainable Flight Fund in 2023, raising over $200 million so far. Partners in the fund include Air Canada, Boeing, JPMorgan Chase, and other major companies.
The goal of the fund is to help new SAF projects grow faster. By putting money into companies like Twelve, United hopes to build up the supply of cleaner fuels and cut emissions without relying heavily on buying carbon offsets.
United is also unique among U.S. airlines for its long-term SAF focus. The company has invested in over 5 different SAF developers, including Fulcrum BioEnergy and Cemvita Factory. With these moves, United aims to secure steady supplies of SAF for its future flights.
Andrew Chang, head of United Airlines Ventures, noted:
“Scaling the SAF industry is the major hurdle air travel needs to clear in order to increase the supply and reduce the price of lower carbon fuels. Twelve has differentiated themselves through the capital they have raised and the SAF contracts they have secured.”
Why SAF Is So Important (and Growing Fast)
The aviation industry is under pressure to cut emissions. Planes account for about 2.5% of global CO2 emissions today, and demand for flights is still growing.
- The International Air Transport Association (IATA) says airlines used only 300 million liters of SAF in 2022, but demand could grow to 7 billion liters by 2030.
That’s a huge jump, showing just how important SAF is becoming. Some key facts to know about this jet fuel:
- Today, SAF makes up less than 1% of all jet fuel used globally.
- Experts think the SAF market could be worth over $15 billion by 2030.
- SAF can lower lifecycle emissions by up to 80% compared to fossil jet fuel.
Annual SAF demand range over the main and accelerated cases compared with capacity potential, 2020-2026

Even though SAF is good for the planet, it still costs 3 to 5x more than regular jet fuel. That’s why government policies are helping. For example, the U.S. Inflation Reduction Act (IRA) offers tax credits for low-carbon fuels, making SAF cheaper to buy. The European Union also passed rules requiring airlines to use increasing amounts of SAF starting in 2025.
Many believe that as technology improves and more SAF is made, costs will drop to match regular fuel prices by the early 2030s.
How Twelve Fits into the Bigger Picture
Twelve is one of the few companies working on Power-to-Liquid (PtL) SAF, which uses only CO2 and clean energy instead of crops or oils. This means their fuel can be scaled up faster without competing for food or farmland.

In 2023, Twelve opened its first demonstration plant in Moses Lake, Washington, to show that the technology works. Their long-term plan is to build bigger facilities that can produce millions of gallons of PtL SAF each year.
The U.S. Department of Energy has recognized PtL as a promising option for deep decarbonization. Studies show PtL fuels could cut aviation emissions by up to 90%, depending on how clean the electricity source is.
For United, working with Twelve is more than just cutting emissions — it’s about staying ahead of competitors. Many airlines still depend on buying carbon offsets to meet their climate goals. United wants to lead with direct emission cuts, which experts say is a stronger, more reliable strategy.
What Other Airlines Are Doing
United isn’t the only airline betting on SAF:
- Delta Air Lines partnered with Gevo to buy 385 million gallons of SAF over seven years.
- American Airlines signed a deal with Aemetis for 350 million gallons over 10 years.
- Lufthansa, KLM, and British Airways are also working with SAF producers like Neste and Velocys.
However, most of these deals are focused on SAF made from used cooking oil, fats, and biomass — not PtL. United’s early and large investment in Power-to-Liquid SAF sets it apart from airlines still relying mostly on crop-based or waste oil SAF.
What’s Next? A Greener Future for Aviation
The future of flight is changing fast. Analysts predict that investments like United’s could speed up a major shift in aviation. As governments around the world set stricter rules on emissions and offer more support for low-carbon technologies, SAF use is expected to soar.
If SAF production grows as hoped, airlines could shrink their carbon footprints by 40% to 70% in the next 20 years.
United’s investment in Twelve and other clean fuel companies shows it’s not just following the trend — it’s trying to shape the future of sustainable travel. The airline’s plan is to use a mix of SAF sources, from waste oils to PtL fuels, to make sure it can meet rising demand.
The post United Airlines Invests in Twelve for Sustainable Aviation Fuel 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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