The Sustainable Aviation Fuel Cost Premium Is Permanent

Key Takeaways

• The Nasdaq Carbon Issuance Calendar, a new data platform, provides carbon removal buyers and suppliers with standardized information on future offtake availability, indicative pricing, and project maturity. The platform was developed in collaboration with Relae, formerly Carbon Direct.
• The Carbon Issuance Calendar addresses the fragmentation and transparency problems of the voluntary carbon market by centralizing standardized project data and embedding our scientific diligence framework, built over 900 project reviews, giving buyers delivery-risk insight that no registry or marketplace offers today.
• The Carbon Issuance Calendar is an important early step, not the whole journey: it shows buyers what durable tonnes exist and allows them to compare projects with apples-to-apples data. 
• Buyers can move from the Carbon Issuance Calendar into technical diligence, contracting, and project assurance with Relae’s advisory team. Suppliers can register to connect with buyers who are ready to engage.

Carbon Removal Project Data Has a Visibility Problem

If you're sourcing durable carbon removal credits, you may run into a familiar wall: project data scattered across dozens of developer websites, presented in inconsistent formats, with no easy way to compare one project against another. If you're a project developer, you face the mirror image of that problem: fielding individual requests for proposals, with no central place to showcase your available tonnes.

Get this wrong, and buyers may end up counting on carbon removal that never shows up - the delivery risk bugbear.

Between 2022 and 2024, high-durability engineered carbon removal made up just 2 percent of all carbon credit issuances. They remain in short supply, particularly the high-quality supply corporate buyers need. The gap is set to widen: our 2026 State of the Voluntary Carbon Market report found that more than 80% of the 2030 high-durability carbon removal projects are at risk of stalling and failing without additional offtake and financing commitments.

The Nasdaq Carbon Issuance Calendar, developed by Nasdaq in collaboration with Relae, offers an important first step toward addressing this information gap.

What Is the Nasdaq Carbon Issuance Calendar?

The Carbon Issuance Calendar is a centralized, accessible dashboard where carbon removal buyers and suppliers view standardized project data: future credit availability, indicative pricing, and project delivery status, all in one place. 

The Nasdaq Carbon Issuance Calendar combines structured, developer-provided project data with project maturity assessment informed by Relae’s assessment framework and technical diligence. This helps users understand future CDR availability, indicative pricing, and potential project delivery risk through a single platform.

This expertise didn't appear overnight. It comes from sitting across the table with developers, stress-testing their science, mapping their delivery timelines against reality, and helping them show up to buyers as credible partners. The result is a track record that gives the framework embedded in the Carbon Issuance Calendar its depth. It's a starting point, built for buyers and suppliers to find each other on the basis of consistent, comparable information, using international class financial and information infrastructure.

How Buyers Should Use the Nasdaq Carbon Issuance Calendar

Today, if you're trying to procure durable carbon removal credits, you have no single place to start. You have to visit individual developer sites, request information through scattered channels, and compare projects that present data in entirely different formats before diligence has even begun. In many cases, you are comparing apples to oranges - different kinds of CDR projects with different durabilities, risks, and overall quality. 

The Carbon Issuance Calendar provides a central starting point. You can view future credit availability, compare indicative pricing across projects, and begin assessing options without contacting each supplier one by one.

More importantly, the Carbon Issuance Calendar frames the data. Our scientists developed a delivery-oriented lens, built from reviewing over 900 carbon removal projects, drawing on the same rigor behind our Criteria for High-Quality Carbon Dioxide Removal, which we develop annually with Microsoft.

How Suppliers Reach Buyers Through the Carbon Issuance Calendar

If you're a project developer, the Nasdaq Carbon Issuance Calendar tackles visibility, one of the most persistent barriers to market access. You can list available tonnes, display indicative pricing, and reach a global audience of corporate and financial buyers at no cost.

The timing matters. Many first-of-a-kind engineered carbon removal projects are preparing to break ground and need bankable offtake agreements to secure financing before they can do so (a key aspect of CDR 2.0). Our analysis of approximately 140 high-durability carbon removal project developers found scale-up plans for 30 million tonnes of supply per year. Reaching that potential will take real demand: committed forward offtake, increased project equity investment, and access to lending. 

Register now: you'll be positioned to connect to buyers actively looking to engage.

How Does the Carbon Issuance Calendar Differ From a Carbon Credit Registry or Carbon Removal Marketplace?

The Carbon Issuance Calendar solves a distinct, early-stage problem. It gives buyers and suppliers a centralized place to find each other and compare options against standardized information, something neither a registry nor a marketplace is built to do.

For a closer look at how registries differ and what you should weigh when navigating them, read our Navigating Carbon Credit Registries report.

Scientific Diligence Turns Visibility Into Confidence

Standardized data tells you what exists. Scientific diligence tells you what's worth pursuing. 

Relae’s scientists do that work every day. Our experts apply rigorous pathway-specific criteria to live projects, evaluating delivery risk and status, and identifying where questions remain is the core of what we bring to the carbon removal market.

The Carbon Issuance Calendar puts an accessible version of that expertise at the top of the procurement funnel. It’s for everyone in the market - you don't need to be a carbon removal scientist to use it. This snapshot allows you to compare projects against each other, giving you a meaningful starting point before deeper diligence begins. 

Want to go deeper on a specific project? Relae’s technical diligence team picks up right where the Carbon Issuance Calendar leaves off.

What Carbon Removal Projects Are on the Carbon Issuance Calendar Today?

The Carbon Issuance Calendar currently features engineered and hybrid carbon removal projects: direct air capture, biochar, enhanced rock weathering, and bioenergy with carbon capture and storage. These high-durability pathways offer permanence on the order of hundreds to thousands of years.

Many of these projects are at an inflection point: they’re ready to scale but dependent on committed offtake to unlock financing. The Calendar serves their needs, and the buyer’s needs, together.

Nature-based carbon removals have their own criteria and market dynamics. They may appear in a separate segment of the Carbon Issuance Calendar down the line.

From the Carbon Issuance Calendar to Completed Carbon Removal Procurement

If you're building or refining a carbon removal procurement strategy, the Carbon Issuance Calendar is the right place to start. 

From there, you can choose to work with the Relae advisory team to support every later stage: technical diligence on specific projects, contracting and negotiation support, ongoing project assurance, and access to curated carbon credit sourcing. The Carbon Issuance Calendar surfaces the market; we help you navigate it, connecting you with the right developers, on the right terms, with the scientific confidence to move forward.

Moving from commitment to delivery takes structural change across the market, too—our CDR 2.0 white paper lays out the five pillars we see as essential to getting engineered and hybrid carbon removal projects built and delivering.

Key Takeaways

1. The decision to fund a project is determined by a holistic review of project development maturity. This applies across capital-intensive projects, including low-carbon power generation, carbon capture and storage (CCS) solutions, sustainable aviation fuel (SAF), and broader transition infrastructure build-out. Both technical and commercial workstreams must be developed in parallel to avoid project failure. 
2. Early scope decisions, such as site selection, core technology selection, and nameplate capacity, are cheap to make but become exponentially disruptive and costly to reverse. 
3. Independent challenge and verification is tangible evidence of a disciplined, well-managed capital development process. 

Bridging the Gap from Announcement to Delivery

Among project developers, a perception often persists: seeking external review signals a project in distress. In capital budgeting discussions, subjecting engineering scope and commercial assumptions to third-party interrogation can be misconstrued as a vote of no confidence in the primary delivery team.

In reality, the reverse is true. Across complex infrastructure, independent challenge is the disciplined stage-gate practice that protects capital by reconciling technical reality with commercial terms before designs are locked.

Independent Challenge Is a Sign of Strength, Not Doubt 

Across capital projects, and in particular within emerging low-carbon industrial infrastructure, the gap between announced projects and delivered assets remains stark. Data from the Mission Possible Partnership’s Global Project Tracker reveals that fewer than 17% of announced commercial-scale clean industrial facilities worldwide have reached Final Investment Decision (FID) or commercial operations, leaving more than 800 major decarbonization projects stalled in front-end development.

The causes of developmental paralysis are multifaceted. While macroeconomic interest rate shifts and global supply chain disruptions sit largely outside a developer's control, project definition and developmental discipline remain entirely manageable. Even amid external volatility, a project designed with resilience will have a far greater likelihood of success.

Independent review and assurance directly strengthen a project’s chance of success and overall value. Large global project delivery organizations have applied this discipline for decades by deploying independent teams to evaluate project readiness at every stage gate. For teams lacking a dedicated internal oversight organization, or those deploying first-of-a-kind facilities, third-party independent review provides the necessary rigor to facilitate project success.

Relae’s (formerly Carbon Direct) work with Stockholm Exergi is a clear example: independent assurance helped build funder and regulator confidence in a first-of-a-kind carbon removal facility with no direct precedent to benchmark against.

Why Projects Stall Between Announcement and FID 

Low-carbon infrastructure and net-zero industrial projects carry unique risks compared to the repeat delivery of established designs. Exciting new developments run a higher risk of falling victim to optimism bias or compressing development timelines to meet public announcement milestones.

It is a natural human tendency for project champions to focus on the upside during early development. However, early momentum must be balanced with processes that reintroduce industrial lessons, supply-chain realities, and operational resilience.

Front-End Loading (FEL) is a well-evidenced approach for improving capital project outcomes. Decades of benchmarking by Independent Project Analysis (IPA) show that approximately two-thirds of industrial megaprojects suffer capital cost overruns or schedule slippage of 25% or more, or encounter severe operational problems lasting more than two years post-startup. This pattern is repeating in low-carbon infrastructure: IPA’s analysis of 12 completed low-carbon projects found average cost escalation of 31% and schedule slip of almost 50%. Rigorous front-end definition remains the single strongest predictor of whether a project will achieve its cost and schedule targets. 

As highlighted in the CDR 2.0: Five Pillars of Successful Project Deployment and Delivery report published by Relae, projects falter when developers push ahead without stress-testing the full delivery framework. Stage gate reviews are the mechanisms that evaluate the total project concept and underlying business case. They are most effective when executed as independent cold-eye evaluations prior to each funding gate, identifying and mitigating vulnerabilities long before final investment decisions are reached. 

What Funders Need to See at Each Gate 

Different stages of project development rely on distinct capital sources, each requiring specific proof points before deploying funds.

Before FEED Funding: Justifying the Engineering Spend

Front-End Engineering Design (FEED) is a major financial commitment, typically costing between 2% and 4% of total project capital cost. The funders backing this stage are usually the developer’s own balance sheet equity, strategic partners, or public grant programs. Before allocating millions of dollars to detailed engineering, these funders need confidence on the fundamentals:

• A technically sound process concept, confirmed utility balances, and an energy integration scheme that fits the site.
• Secured site control, clear zoning pathways, and no environmental fatal flaws that could derail permitting.
• Documented availability of required feedstocks, water and power, paired with demonstrable interest from target off-takers.

Before FID: Proving Bankability and Commercial Closure

As a project approaches FID, the funding audience shifts to conservative commercial lenders, infrastructure funds, and binding offtake counterparties. These capital providers are not underwriting strategic vision; they are underwriting long-term operational cash flows and debt service. Depending on the project and financing structure, capital providers may require:

• A high-confidence capital cost estimate (AACE Class 2 or Class 3) backed by frozen Piping and Instrumentation Diagrams (P&IDs), firm equipment quotes, and a realistic execution schedule with clear critical paths.
• Bankable engineering, procurement, and construction (EPC) structures that clearly allocate risk, include performance guarantees and enforceable liquidated damages.
• Fully executed, binding offtake and feedstock agreements, along with non-appealable permits and completed utility interconnection agreements, with remaining conditions clearly understood.
• An objective, third-party challenge review that assesses operational viability and distinguishes an executable engineering plan from an aspirational concept.

Commercial and Technical Co-Development: The Stage-Gate Method in Practice

A project rarely fails because of an isolated mechanical issue or a purely commercial misstep; failure happens when technical decisions and commercial terms are negotiated in silos and decisions are made without understanding of the wider implications. 

We see this disconnect play out in several ways, including: 

• Sizing capacity before testing market demand: An engineering team may size a facility to maximize thermodynamic efficiency and economies of scale, only for the commercial team to discover buyers will only commit to half that volume. The developer is left with an oversized, unbankable design requiring fundamental rework. 
• Setting product specifications before negotiating offtake: Process engineers frequently design systems around standard vendor packages. However, when downstream transport, processing, or storage networks enforce strict purity standards, the facility faces costly equipment redesigns. This issue has materialized directly within European CCS networks. Open-access offshore storage operators, such as Norway's Northern Lights project, established strict cross-border CO₂ specifications requiring tighter moisture and impurity thresholds than originally designed for. 
• Locking Electrical Loads Prior to Interconnection Verification: As detailed in Relae’s analysis of physical infrastructure bottlenecks, scale is rarely constrained by capital availability; it is dictated by electrical transmission queues, substation headroom, and 24/7 firm power availability. Freezing electrical demand before verifying utility interconnection timelines risks stranding engineering work on an asset that cannot connect to the grid. 

How Relae Stress Tests Projects at Each Gate 

Independent reviews at each stage-gate improve success rates by stress-testing assumptions before presenting to lenders, infrastructure investors, or corporate buyers. Relae reviews projects across five categories using the TECOP framework:

• Technical: Verifying technology readiness levels (TRL), mass and energy balances, plot plan constructability, and operational availability under real-world conditions.
• Economic: Capex benchmarking, operating contingency adequacy, utility tariff sensitivities, and financial model cash-flow resilience.
• Commercial: Offtake agreement structures, feedstock contracts, contracting boundaries, EPC contract structures, and counterparty creditworthiness.
• Organizational: Owner's team capabilities, internal stage-gate governance, contractor oversight mechanisms, and execution capabilities. 
• Political: Statutory permitting status, regulatory durability, carbon market policy exposure, and local community social license.

The TECOP framework is relevant for evaluating delivery risk across all project types, see more in Relae’s Criteria for High-Quality Carbon Dioxide Removal, Delivery Risk Appendix.

What makes this approach effective is sitting on both sides of the table. Having completed over 250 deep-dive technology reviews, 900+ project evaluations, and advised on more than $6 billion in industrial project finance, Relae has extensive experience evaluating the considerations important to institutional funders and buyers.

The Value of Early Independent Project AssuranceIncorporating independent review should be standard practice for modern infrastructure delivery. Because funders will perform their own rigorous diligence regardless, conducting an independent evaluation early enables developers to address vulnerabilities proactively and present a more resilient business case.

Commissioning an independent team for a cold-eye review during early project formation can be a  cost-effective way to identify potential risks before they become expensive to address. Catching an unworkable process assumption, an oversized capacity plan, or a misaligned commercial interface during pre-FEED costs a tiny fraction of what it takes to fix those issues during construction

Ultimately, independent challenge is not an admission of doubt, but the disciplined stage-gate practice that protects capital by reconciling technical reality with commercial terms before designs are locked, signaling to partners, and your future funders that your project is built to deliver. 

To dive deeper into the frameworks that support successful projects, read Relae's white paper: CDR 2.0: Five Pillars of Successful Project Deployment and Delivery and take a look at project assurance in action through our Stockholm Exergi Case Study.

Frequently Asked Questions

What is independent project assurance?

Independent project assurance is a structured review of a capital project by a team that sits outside the project’s delivery organization. Reviewers test the engineering scope, cost estimate, schedule, commercial agreements and permitting position against what funders will require at the next stage gate. The developer receives a clear list of gaps, risks and proposed mitigations prior to presenting the project to lenders, investors or buyers.

When should a developer commission an independent project review?

Periodically throughout the project development process - at a minimum before each major funding gate, but smaller reviews are also beneficial at earlier stages when key concept and technology decisions are being made. A review before Front-End Engineering Design (FEED) tests whether the process concept, site and supply of feedstock, water and power justify the engineering spend. A review before Final Investment Decision (FID) tests whether the cost estimate, EPC structure and binding agreements will satisfy lenders. Site, technology and capacity decisions are cheap to change in pre-FEED and expensive to reverse once detailed engineering starts.

What does an independent project review assess?

Relae structures its reviews around the TECOP framework, which covers five risk areas: technical (technology readiness, mass and energy balances, constructability), economic (capex benchmarking, contingency, financial model resilience), commercial (offtake, feedstock and EPC contracts), organizational (owner’s team capability and stage-gate governance) and political (permitting, regulatory durability and social license). Reviewers also check that technical and commercial decisions are aligned, because projects often fail where the two are developed in silos.

How does an independent project review differ from lender due diligence?

An independent project review applies a holistic approach identifying not only gaps, but also opportunities to add value and strengthen the business case. Lender and investor due diligence is often purely looking at risks and gaps, prior to committing capital. Lender diligence protects the funder and reports its findings at a point when changes are costly and can delay financial close. A developer-commissioned review takes place earlier, so the project team can fix weaknesses in scope, cost or contracts before funders see them.

Key Takeaways

• The revenue stack for a given fuel is set by the rules that govern the market for low-carbon fuels: regulations, certification schemes, certificate registries, and corporate accounting frameworks. 
• Regulators and buyers reward characteristics beyond regulatory eligibility and carbon intensity, such as reportability, broader sustainability, and advanced technology.
• Relae helps producers with commercial strategy relating to feedstock, production pathway, and certification, which impact access to markets. 

The Route to Market Is a Strategic Choice

Low-carbon fuels (LCFs), such as sustainable aviation fuel (SAF) and renewable natural gas (RNG), will cost more to make than their fossil equivalents for the foreseeable future. Projects narrow that gap through some combination of regulatory-market value, sales of environmental attribute certificates (EACs) to voluntary buyers, and financial incentives such as the 45Z Clean Fuel Production Credit.

Regulatory programs are pulling investment into new facilities and novel production routes, and voluntary reporting frameworks are moving toward allowing companies to count fuel certificates in their emissions inventories. What the revenue stack for a given fuel looks like is set by the rules that govern the market for LCFs: regulations, certification schemes, certificate registries, and corporate accounting frameworks. 

In voluntary markets, the certification scheme, certificate registry, and reporting framework determine the official carbon intensity (CI) of the fuel, the number of certificates generated, and how buyers can use them to make claims. 

In regulatory programs across Europe and North America, the rules determine how the fuel is classified, and whether its feedstock receives premium value, is capped, or is excluded altogether. Producers who understand how their market entry decisions impact value will be better positioned now and going forward.

EACs Carry a Fuel’s Value to Market

An LCF EAC records characteristics of a batch of fuel separately from the fuel itself, such as whether it qualifies for a given program, the CI, or its feedstock. The certificate can travel with the fuel (bundled) or be sold on its own (unbundled): 

Bundled EACs

In most regulatory markets, an obligated party purchases the fuel and its certificate together. These buyers are mainly fuel suppliers, as under the California Low Carbon Fuel Standard (LCFS), and airlines, as under the EU Emissions Trading System and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). They need both the physical fuel and the EAC that proves the fuel is eligible.

Unbundled EACs (Book-and-Claim) 

Often in the voluntary market, the fuel is consumed wherever it can be delivered. The EAC is sold separately to whoever wants to claim its attributes, a system called book-and-claim. This matters because most companies have no control over the fuel burned in their supply chains: a company that ships freight cannot choose the fuel its carriers use, but it can buy EACs with a certified CI and claim the associated emissions reduction.

In both markets, the characteristics the EAC carries determine the regulatory and voluntary value in a fuel’s revenue stack.

Three Layers of Rules Determine the Value of an EAC

An LCF producer chooses the feedstock, production pathway, and markets to sell into. How those choices translate to the value of a fuel’s EAC is determined by three layers of rules that govern the LCF market (Table 1).

Table 1. The three layers of rules that set an LCF EAC’s value. Examples are illustrative and not exhaustive. ISCC = International Sustainability and Carbon Certification; RSB = Roundtable on Sustainable Biomaterials; SAFc = sustainable aviation fuel certificate; RED III = Renewable Energy Directive; GHG = greenhouse gas; SABA = Sustainable Aviation Buyers Alliance. Source: Relae.

Where the Rules Disagree: Three Feedstock and Pathway Examples

The result is that the same batch of fuel can carry a different CI, or a different classification, depending on which rules it is subject to. Three examples below demonstrate how production pathway decisions can impact a fuel’s value:

1. Manure-based RNG ⇨ avoided emissions. The three layers treat avoided emissions differently. At the regulatory program and voluntary standard layer, ISCC PLUS follows the EU Renewable Energy Directive (RED III) in crediting methane emissions avoided through improved manure management, but CORSIA does not. At the registry and accounting layer, the Greenhouse Gas (GHG) Protocol’s draft Action and Market Instruments (AMI) Standard and the AIM Platform have proposed separating avoided emissions from a fuel’s direct life cycle emissions and reporting the two on different statements, and whether negative CI values from avoided emissions are accepted at all depends on the registry where the EACs are listed.
2. Crop-based feedstocks ⇨ indirect land use change (iLUC). Regulators don’t agree on how to incorporate iLUC, either. Under the LCFS, modeled iLUC emissions for all crop-based fuels are positive. Under CORSIA, they can be positive or negative. Under RED III, iLUC is excluded from the CI, though separate rules restrict feedstocks deemed high-risk for iLUC. And because modeling and assumptions keep evolving, iLUC values are also subject to change over time.
3. Synthetic fuel ⇨ e-SAF mandates. Regulatory programs also differ on what counts as a given category of fuel. ReFuelEU Aviation and the UK SAF Mandate both reserve a share of their mandates for e-SAF, but define it differently. The EU requires the fuel to qualify as a renewable fuel of non-biological origin (RFNBO). The UK sets its own power-to-liquid criteria, including which electricity sources it accepts. The same e-SAF can therefore count toward one sub-mandate and not the other.

Beyond Eligibility: EAC Characteristics the Market Rewards

In regulatory markets, an EAC’s value depends first on whether the fuel is eligible and how it is classified. In voluntary markets, value depends on the fuel’s CI and the number of certificates issued. Both regulators and voluntary buyers also reward characteristics beyond that baseline, and those characteristics can impact a fuel’s revenue stack:   

• Voluntary reportability. The value of an EAC depends on how a buyer can report it, today and in the future. The GHG Protocol is still finalizing its rules for fuel certificates and what a buyer can claim. Certificates that fit cleanly within those rules may command a premium.
• Breadth of sustainability criteria. Some buyers screen EACs against criteria beyond emissions savings. The Sustainable Aviation Buyers Alliance (SABA) explicitly prefers advanced feedstocks and certification schemes with stronger social and environmental safeguards. Regulations set a minimum bar, but voluntary markets have no single standard for a high-quality EAC. The Relae Criteria for High-Quality Low Carbon Fuels consolidate these characteristics into one framework, and can show producers how their fuel and certification choices measure up against it.
• Advanced feedstocks and technologies. Fuel from novel pathways typically costs more than fuel from established ones, and some buyers are willing to pay that premium: early buyers want to support technologies that need offtake to reach commercial scale, and others want to diversify supply ahead of expected constraints on hydroprocessed esters and fatty acids (HEFA) SAF.¹ Regulators reward the same pathways directly through e-SAF sub-mandates and financial incentives, such as the UK Revenue Certainty Mechanism. 

Where Should Producers Start?

How each program treats a feedstock, how each methodology calculates CI, and what each set of buyers will pay for are inputs to the feedstock, production pathway, and offtake decisions themselves. Once those decisions are made and contracts are signed, the route to market is largely fixed. Producers should weigh the routes open to them against three questions before committing:

1. How will my feedstock, production pathway, and certification affect access to markets?
2. How do I position my product within overlapping voluntary and regulatory markets?
3. Who are my buyers and what do they require or prefer?

A sound strategy must consider the complex interactions between voluntary and regulatory markets, certification schemes and registries, and buyer preferences.

The landscape continues to evolve, with new national certification programs and regulations for LCFs emerging across the globe and accounting frameworks shifting. The policy experts, scientists, engineers, and economists at Relae help producers understand how each certification route affects the value of their fuel in the markets they want to enter, choose feedstocks and pathways with that in mind, and make sure the claims behind their EACs are high-quality and hold up to buyer and registry scrutiny as the rules evolve.

Frequently Asked Questions

What is the difference between a bundled and an unbundled EAC?

A bundled EAC is sold with the physical fuel, usually to an obligated party under a regulatory program such as the LCFS or ReFuelEU Aviation. An unbundled EAC is sold separately from the fuel through book-and-claim, so a buyer can claim its attributes without taking delivery of or consuming the fuel.

What is the difference between a regulation, a certification scheme, a registry, and a corporate accounting framework?  

A regulation or voluntary standard sets the CI methodology and decides whether certain feedstocks are rewarded, capped, or excluded. A certification scheme verifies that a batch of fuel meets that methodology. A registry issues and tracks the certificates and can apply additional rules on CI, while corporate accounting frameworks determine what a voluntary buyer can claim.

Why can the same fuel have more than one carbon intensity?

Each regulatory program and voluntary standard sets its own CI methodology, and registries can add rules of their own. Manure-based RNG is one example: RED III and ISCC PLUS credit avoided methane emissions, CORSIA does not, and some registries cap CI at zero. The same batch can therefore carry different CIs depending on where it is certified and what market it is sold into.

How does carbon intensity affect LCFS credits?

Under the LCFS, the number of credits a fuel generates depends on how far its certified CI falls below the program’s fossil fuel benchmark for that year. Credit price is set by the market, so a lower CI increases the credits a producer has to sell, and the program’s rules decide the CI of the fuel.

Key Takeaways

• CORSIA, the program intended to address international aviation emissions, is currently the world’s largest international compliance carbon market, with approximately 200 million tonnes of eligible emissions units (EEUs) expected to be retired for Phase 1 (2024-2026) compliance. 
• Airlines have already begun retiring significant volumes of credits (clean cookstoves and jurisdictional REDD+) toward their Phase 1 obligations ahead of the January 2028 compliance deadline, signaling that the industry is treating CORSIA as a binding policy mandate.
• In addition to the four already approved, a record 25 carbon standards have applied for eligibility to supply credits under Phase 2 (2027–2035), pointing to a diversifying pipeline of credits.
• Legal enforcement of CORSIA at the national level remains uneven. A handful of jurisdictions, including the EU, Japan, Brazil, New Zealand, and Canada, have established compliance regimes, but it is unclear whether other major aviation markets will implement domestic enforcement requirements by 2027.
• As CORSIA matures alongside other compliance and voluntary frameworks, strategic engagement increasingly depends on understanding where eligibility overlaps and where the most value can be found.

Introduction to CORSIA 

The Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) was established and is managed by the International Civil Aviation Organization (ICAO)—a specialized agency of the UN—and provides a compliance mechanism to reduce emissions from international aviation that do not fall within a single country’s contributions to the Paris Agreement. For years, CORSIA generated more commentary than activity—airlines weren’t required to offset a single tonne of CO₂ emissions (tCO₂) during the pilot phase (2021–2023). That is changing; in early 2026, Singapore Airlines and Japan Airlines retired significant volumes of carbon credits against their Phase 1 (2024–2026) obligations. Increasing authorization announcements showcase the eligible supply steadily entering the market, and 25 carbon standards have applied for Phase 2 (2027–2035) eligibility. As CORSIA becomes an active compliance market, this article explains how the program works, what is driving the current trends, and what to watch as Phase 1 draws to a close.

Who is Covered by CORSIA Phase 1 and Phase 2?

Because emissions from international aviation are not tied to any individual nation, the International Civil Aviation Organization (ICAO) adopted CORSIA in 2016 to complement the Paris Agreement framework and address these emissions. CORSIA applies to international airlines operating flights registered between participating countries. 

• During Phase 1, offsetting obligations apply only to routes between the 130 countries that have voluntarily opted in. 
• From Phase 2, participation becomes mandatory for all 193 ICAO member states, except for those below the aviation activity threshold or classified as Least Developed Countries, Small Island Developing States,  or Landlocked Developing Countries—although they can voluntarily participate. 

Several major aviation markets, including China, that are not participating in Phase 1 will be required to do so from 2027. 

Offsetting Obligations

Airlines are required to offset the portion of their emissions that exceeds the program’s baseline on routes subject to offsetting. The key input is the annual Sectoral Growth Factor (SGF), which reflects how much annual emissions on covered routes have grown above the baseline (set at 85% of 2019 emissions). In simple terms, each airline's offsetting obligation is calculated by multiplying its CORSIA-regulated emissions by the SGF.

For example, an airline that emits 1 million tCO₂ on covered routes in a year when the SGF is 10%, would have an offsetting obligation of 100,000 tCO₂. An airline that emits 500,000 tCO₂ in the same year would have an obligation of 50,000 tCO₂. The actual 2024 SGF was 15.4%, exceeding the baseline and triggering offsetting obligations for the first time since the COVID-induced reduction in international aviation activity. 

Beginning in 2033, CORSIA’s offsetting formula combined the SGF with an individual component that accounts for each airline's own emissions growth. The individual weighting starts at 15% in 2033 (with an SGF weighting of 85%) and rises to 45% by 2035 (SGF 55%). This progressively ties each airline’s obligations to its own emissions trajectory rather than sector-wide trends alone.

Airlines can also reduce their obligations by reporting the use of CORSIA Eligible Fuel (CEF). In order to qualify as CEF, Sustainable Aviation Fuel (SAF) must meet ICAO’s certification criteria. Offsetting remains a lower-cost option than sustainable fuel procurement, and CORSIA obligations are currently not influential drivers of CEF/SAF uptake compared to supply mandates, such as ReFuelEU Aviation. However, these dynamics will evolve as CORSIA matures and SAF prices continue to fall. 

CORSIA Eligible Carbon Credits: Phase 1 and Phase 2 

To determine the eligibility of carbon crediting standards and credits issued under those standards, ICAO's Technical Advisory Body (TAB) reviews applications and recommends approval to the ICAO Council, subject to restrictions on methodologies, vintages, and more granular project elements. Currently, no standard is approved without exclusions. Credits eligible for use under CORSIA are known as Eligible Emissions Units (EEUs).

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TAB broadly excludes some project types across standards, including large-scale grid-connected renewable energy projects and most project-level REDD+ activities. The exclusions reflect TAB's assessments of baselines, safeguards, and quantification gaps. However, these assessments are not static; ICAO updates its determinations as the evidence base improves. For example, in 2025, TAB approved certain direct air capture (DAC) and biochar pathways for the first time.

A record 25 carbon standards—certifying projects from emissions avoidance to engineered carbon dioxide removal (CDR)—have applied for Phase 2 eligibility in the 2026 assessment cycle, reflecting the scale of the opportunity. The International Air Transportation Association (IATA) projected a demand of 170–236 million EEUs for Phase 1 alone; developers are eager to serve this growing market. Assessment results are expected in October 2026.

Article 6 and Corresponding Adjustments

The biggest bottleneck for eligible supply has been requirements relating to Article 6.2 of the Paris Agreement. CORSIA requires that EEUs carry a host country Letter of Authorization (LoA) confirming that the host country will not count the underlying mitigation toward its Nationally Determined Contribution (NDC). This prevents double counting between CORSIA and national emission inventories, but it also means eligible supply depends on host country authorization, not just meeting methodological requirements. Authorized credits are called Internationally Transferred Mitigation Outcomes (ITMOs). 

To manage the risk that a host country fails to apply the promised corresponding adjustment, projects must secure legally enforceable insurance policies that either provide replacement EEUs or funds to secure them. Several providers have been approved to insure EEUs registered by Gold Standard and Verra. 

Insurance requirements do not apply when the host country has already confirmed the corresponding adjustments in its mandatory Paris Agreement reporting. For example, in March 2026, Madagascar submitted a Biennial Transparency Report (BTR) and annual information report that reflect the application of corresponding adjustments to CORSIA-eligible clean cookstoves credits listed on the Verra registry. According to Verra, BTR accounting is the “highest level of assurance” that ITMOs will not be double counted. 

The Enforcement Challenge

With the authorization bottleneck loosening, market attention is turning to demand. Critically, ICAO has no direct enforcement power; for CORSIA to work, participating countries must pass laws requiring airlines to comply with its requirements. Under CORSIA rules, airlines must retire their Phase 1 EEUs by January 2028, but most are not yet subject to legal sanctions for failing to comply. Where regulations do exist, it remains unclear whether penalties will be stringent enough to matter, or whether they will be enforced at all.

Where legal enforcement of offsetting requirements does exist, it varies by design. For example, in Brazil, failure to comply attracts a penalty of BRL 50/tCO₂ (US$10/tCO₂) and an administrative fine. Meanwhile, the Canadian Aviation Regulations impose administrative fines capped at CAD 25,000 (US$18,000) per infraction, but there is no specific fine for each tCO₂ not offset. However, the absence of a statutory penalty framework does not necessarily mean compliance will not be enforced. For example, New Zealand manages CORSIA participation through an administrative Memorandum of Understanding with Air New Zealand, rather than a dedicated legal regime (though this will change from 2027). Similar informal arrangements may be more common than the legislative record suggests.

According to 2024 data, US-based airlines account for around 15% of CORSIA-covered emissions. However, there is no indication that the federal government will implement CORSIA penalties under the current administration. It is unclear how non-compliance by a major economy will impact market confidence or enforcement by other governments, but uncertainty about US participation in multilateral climate programs is not new. 

What to Watch

• Global enforcement: As Phase 2 approaches, the prospects for CORSIA enforcement in key aviation markets will become clearer. China, which has not participated in the voluntary phase and has raised objections to CORSIA’s design on grounds of fairness, presents an uncertain picture for domestic transposition. The UK government has consulted on a draft legal amendment that would penalise non-compliance for UK airlines at £100/tCO₂ (US$130/tCO₂), but has not published updates since February 2025. 

• EU Emissions Trading Scheme (ETS) update: In July 2026, the European Commission proposed to expand the ETS to address emissions from flights departing the European Economic Area (EEA) to destinations within 5,000 km. To avoid double charging emissions also regulated under CORSIA, the Commission proposed to deduct CORSIA costs from airlines’ ETS obligations. While the Commission flagged concern about the stringency of CORSIA eligibility criteria, the proposed rules would not impact demand for Phase 1 EEUs. Still, it is worth watching for future restrictions on which credits EU airlines can use for CORSIA, whether in Phase 1 or 2. 

• Supply financing vehicles: The LEAF Coalition—which purchases credits verified under the CORSIA-eligible ART TREES standard—has signed over US$1.5 billion worth of purchase agreements with host countries. The Forest Carbon Partnership Facility (FCPF) and BioCarbon Fund Initiative for Sustainable Forest Landscapes (ISFL), both CORSIA-approved for Phase 1 in early 2026, have built jurisdictional REDD+ pipelines across dozens of countries. As projects mature, it will be worth watching how issued credits are marketed across compliance and voluntary channels.

Strategic Considerations

Avoided emissions credits dominate early CORSIA supply—and consequently demand—principally from avoided deforestation and clean cooking projects. As there is no regulatory premium for higher-cost CDR, this is not surprising. But as the market matures and supply diversifies, airlines are likely to begin differentiating on geography, co-benefits, and environmental performance. Corporate interest is growing in projects that abate non-CO₂ superpollutants, due to their outsized near-term climate impact. As many of these projects are based in countries actively issuing LoAs, this may soon translate into a supply of superpollutant EEUs. Some airlines are reluctant to procure aggressively now, anticipating the upcoming availability of higher-quality credits.

Credits that hold value across multiple frameworks could carry a strategic premium. A credit also eligible for Singapore's carbon tax, Switzerland's CO₂ Act, or SBTi claims may offer more durable demand than one tied to a single use case. While specific requirements vary significantly, we are beginning to see convergence around broad principles, such as the need for Article 6 authorization for credits used in compliance markets tied to NDCs. Procurement and project development strategies could begin to favour credits that confer wider market optionality. 

The precondition for all of this is policy stability. Longer-term offtake agreements, portfolio strategies, and meaningful investment in project development depend on confidence that CORSIA rules will hold. Efforts to soften emissions regulations in response to energy price shocks are now testing this confidence, from proposed changes to soften the EU ETS to Singapore's deferral of its SAF levy. Tracking price signals, enforcement developments, and authorization trends will be essential for identifying firm demand and where the opportunities lie.

Conclusion

Effective engagement with CORSIA requires more than developing quality projects. It means understanding methodological eligibility requirements, navigating Article 6.2 authorization processes, tracking a network of overlapping national regulations, and staying ahead of a rapidly evolving market landscape. Relae (formerly Carbon Direct) brings together policy, market, and scientific expertise to help clients on all of these fronts.

Frequently Asked Questions

Which carbon credits can airlines use for CORSIA compliance?

CORSIA Eligible Emissions Units (EEUs) must be issued by crediting standards approved by ICAO's Technical Advisory Body. Every approved standard currently has exclusions on certain methodologies and project types, so eligibility is granular rather than blanket. EEUs must also have a host country Letter of Authorization confirming a corresponding adjustment under Article 6.2 of the Paris Agreement.

Is CORSIA actually enforceable?

In all phases, CORSIA obligations are legally binding when a country writes them into domestic law. Countries participating in Phase 1 are expected to do this, but not all have, and enforcement remains uncertain in several key aviation markets (e.g., the United States). Even where enforcement exists, penalty regimes vary significantly in stringency and design. 

How does the July 2026 EU ETS proposal affect CORSIA?

The European Commission's proposal to expand ETS coverage to more flights does not reduce demand for CORSIA credits. While it would lead to overlap between flights covered under CORSIA and the ETS, as proposed, airlines could have CORSIA costs effectively deducted from their ETS allowance obligations. However, the Commission has signalled continued scrutiny of CORSIA's effectiveness, which could shape future limits on the credits EU airlines are allowed to use.

Key Takeaways

• The Greenhouse Gas (GHG) Protocol’s Actions and Market Instruments (AMI) proposal would formally recognize market-based instruments across emissions scopes for the first time, within Statement 2.
• The proposal substantially expands opportunities for companies to report lower emissions from purchasing market-based instruments for low-carbon fuels (LCF), such as book-and-claim environmental attribute certificates (EACs) for sustainable aviation fuel (SAF) and renewable natural gas (RNG).
• Companies purchasing or already holding market-based instruments for SAF, RNG, and other low-carbon fuels should begin mapping those instruments to the AMI’s proposed reporting structure now, before the standard is finalized.

The Current Reporting Problem With Low-Carbon Fuels

A low-carbon fuel is defined as a fuel whose lifecycle greenhouse gas (GHG) emissions are lower than those of a relevant, use-case-specific fossil fuel baseline. Most LCFs used today are created from biogenic sources like agricultural residues, used cooking oil, or landfill gas, and their use often results in reduced GHG emissions due to the fact that the CO₂ they release during use is biogenic and not fossil.

Consumers of LCFs face a reportability problem. Many buyers track LCF purchases through market-based instruments such as book-and-claim and mass balance EACs. These instruments unbundle environmental claims from physical molecules to facilitate investment in LCFs when direct provision of the molecule is infeasible. However, the current GHG Protocol only permits the use of market-based tools for electricity-based emissions. 

Currently, companies cannot recognize the emissions benefit of an LCF purchase unless they physically receive and combust the fuel. Given that sustainable aviation fuel, renewable natural gas, and other LCFs typically flow into shared pipeline and distribution infrastructure rather than being delivered to buyers as distinct physical molecules, direct delivery is often not achievable in practice. This limitation constrains demand growth in the voluntary market.

The value of LCFs to voluntary buyers is the sustainability claim attached to the molecule, not the molecule itself. Without a credible reporting framework for market-based instruments, buyers struggle to justify LCF procurement. Producers, in turn, may face a market where buyer reluctance limits commercial opportunities for scale-up. Non-reportability inhibits one of the few available levers to incentivize voluntary investment in climate solutions.

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How Does the AMI Proposal Address Non-Reportability?

The Actions and Market Instruments (AMI) proposal introduces a four-statement reporting framework, with all four statements relevant to elements of LCFs. Together, these statements give organizations across the LCF value chain a standardized way to account for LCF procurements in their sustainability reports, whether those procurements are physical or through market-based instruments.

• Statement 1 covers the physical GHG inventory and is the traditional GHG Protocol inventory as it exists today. Companies that physically receive and combust LCFs recognize the lower GHG emissions here.
• Statement 2 proposes a market-based GHG inventory for all emissions scopes. For the first time, this will allow companies to report the carbon intensities of book-and-claim and mass balance EACs for LCFs within a GHG Protocol-aligned inventory. This is a shift from the current framework, which relegates market-based instruments for LCFs and other products, along with carbon credits, to a supplemental section outside of the core emissions inventory. By bringing these purchases into the inventory itself, Statement 2 puts market-based LCF claims on a more equal footing with the emissions companies already report.
• Statement 3 covers beyond value chain interventions as well as GHG emissions reductions/avoidance reported relative to a baseline counterfactual (e.g., the domain of carbon credits). Avoided methane emissions upstream from RNG use is one LCF-relevant example that might live here. 
• Statement 4 captures non-GHG indicators and could include things such as the quantity of an LCF procured or produced. This rounds out the story an organization tells about how LCFs fit within their operations and value chain.

How the AMI Proposal Applies to Specific Fuel Types

Two important LCFs are impacted by the current GHG Protocol guidance and offer an example of the significance of the AMI proposal. 

1. SAF is a biobased or synthetic drop-in substitute for conventional jet fuel. 
2. RNG, generally produced from organic wastes, is a drop-in substitute for conventional natural gas. 

Both are typically delivered through existing infrastructure. SAF is typically blended into a common fuel supply. RNG is often injected into the broader gas network. The buyer typically does not have a direct physical link to the molecule’s consumption, but rather an indirect claim on molecules injected into a common system.

Current GHG Protocol guidance disallows using and reporting market-based LCF emissions factors within corporate scope inventories. If finalized as proposed, the AMI proposal’s Statement 2 would open the aperture for companies to report the lower emissions from purchasing SAF or RNG market-based instruments. Here’s how that might work.

SAF: Reporting Across the Value Chain

When an airline physically receives and burns SAF in its aircraft, the lower combustion emissions are reflected in its Statement 1, scope 1 emissions inventory. This is reported the same way as conventional jet fuel.

The picture changes when airlines use market-based instruments. Many airlines purchase scope 1 SAF certificates that are decoupled from the physical fuel and tracked via book-and-claim or mass balance EACs. Under the AMI proposal, the lower emissions factors of these instrument purchases would be reflected in an airline’s Statement 2, scope 1 emissions inventory.

Corporate buyers face a parallel situation. Companies that purchase scope 3 EACs from SAF suppliers or through airline programs to address employee travel would reflect these lower emissions factors in their Statement 2, scope 3, category 6 emissions. Legitimate Statement 2 claims provide additional incentive for corporate climate action to address travel emissions.

RNG: Reporting Across the Value Chain

As with SAF, an organization that physically receives and combusts RNG can reflect the lower emissions in its Statement 1, scope 1 emissions inventory. 

More often, RNG is injected into the shared gas network and claimed by users through book-and-claim or mass balance certificates rather than physical delivery. Statement 2 introduces a reporting opportunity for RNG EAC purchasers to report lower scope 1 emissions. Lower emissions from RNG consumption could also be passed through as reduced scope 3 emissions for consumers of products associated with RNG consumption.

RNG carries an additional nuance. Some RNG projects may also claim to have avoided methane emissions (e.g., dairy manure methane emissions avoided by way of diversion to RNG). This type of methane avoidance attribute, typically tracked in the realm of carbon credits, would have a home within Statement 3, subject to additional disclosure requirements. Companies evaluating RNG certificates should understand which claims belong in which statement.

Application to Other LCFs and Market-Based Instruments

While SAF and RNG are two of the more prominent examples, the AMI proposal is relevant to all LCFs including renewable diesel and marine fuels. The emissions associated with market-based instrument purchases for these fuels would belong in Statement 2.

The proposed framework may also cover market-based instruments aimed at lower emissions conventional fuels, e.g., natural gas production that has taken measures to reduce fugitive methane emissions far below industry averages. Companies purchasing certificates of this type would theoretically report the reduced upstream natural gas emissions rates in Statement 2, scope 3, category 3.

Three Steps Companies Can Take Now to Prepare 

The AMI proposal is still in development. A public request for information on the initial white paper recently closed. A draft standard is in development, with a formal public consultation planned in Q3 2027. Companies that act early will be better positioned when the standard takes effect. Steps will vary depending on where in the fuels value chain an organization sits, but could include:

1. Map exposure. Identify where the organization sits in the LCFs value chain and what fuels it is currently procuring and consuming. This will help to better understand where the largest fuels-related emissions hot spots are in the current GHG inventory.
2. Record current instruments and assess quality. Catalog the instruments the company is currently producing or procuring. Understand where these instruments may sit within the AMI’s proposed four-statement framework and assess their quality against emerging eligibility criteria.
3. Engage with the process. The GHG Protocol is still defining eligibility and quality criteria for LCF instruments. Organizations can monitor interim developments from the AMI Technical Working Group. Companies with active programs have a real stake in how those criteria are written.

Frequently Asked Questions

How would the AMI proposal change the way low-carbon fuels get reported?

The core shift is the introduction of Statement 2, a new market-based GHG inventory. For the first time, companies would be able to report the lower emissions from purchasing market-based LCF instruments, including book-and-claim and mass balance EACs, within a GHG Protocol-aligned inventory. This applies to all LCFs, including SAF and RNG, and can be reflected in scope 1 or scope 3 inventories depending on where the organization sits in the LCF value chain.

Is the AMI proposal finalized, and what should companies do now?

No, the proposal is still in development. A public request for information on the initial white paper recently closed. A draft standard is in development, with a formal public consultation planned in Q3 2027. In the meantime, companies holding SAF, RNG, or other LCF instruments should map their exposure across the value chain, catalog existing instruments against the proposed four-statement framework, assess quality against emerging eligibility criteria, and monitor GHG Protocol AMI updates.

‍What should a company look for when evaluating a SAF or RNG certificate?

Buyers should confirm which claim a certificate actually conveys and where it would sit in the AMI’s proposed framework. For example, a lower-emissions carbon intensity claim belongs in Statement 2 whereas an avoided-methane claim falls under Statement 3. Buyers should also assess the instrument against the AMI's emerging eligibility and quality criteria to reduce the risk that a purchase won't qualify under the final standard. Relae (formerly Carbon Direct) has published a comprehensive set of criteria for high-quality low-carbon fuels that buyers can use as a starting point, until AMI’s eligibility and quality criteria are finalized.

Key Takeaways

• Buyers have been navigating the low-carbon fuels (LCF) market without a map.  The LCF market is expanding rapidly, but standards, definitions, and quality claims vary widely across regions, certification schemes, and regulatory systems, leaving voluntary buyers without a holistic framework for evaluating what they procure.
• Certifications cover some of the picture, not all of it. Existing certification schemes provide valuable assurance but vary in scope and rigor, and few, if any, were designed specifically with voluntary market buyers in mind. 
• The 2026 criteria give buyers a legible quality framework. The 2026 Criteria for High-Quality Low Carbon Fuels bring together key sustainability considerations across six principles, including social and environmental integrity, carbon accounting, additionality, feedstock sourcing, and leakage, giving buyers and producers a legible, living framework to navigate procurement decisions with confidence.

Verifying Quality Is Challenging in the Current Low-Carbon Fuels Market

For airlines, logistics companies, and large corporations with hard-to-abate transportation emissions, low-carbon fuels (LCFs) have become an important part of the decarbonization toolkit. Yet it remains difficult for procurement teams to answer a fundamental question: what does high-quality procurement actually look like? 

Standards, definitions, and sustainability claims vary widely across regions, certification bodies, and regulatory programs. The result is a market where quality is difficult to verify, certifications are difficult to compare, and the gap between a fuel's claims and its actual sustainability profile can be hard to close. Sustainable production will be especially critical as the market scales, because low-carbon fuel systems are deeply embedded in land, agriculture, forestry, and communities. 

The 2026 Criteria for High-Quality Low Carbon Fuels are designed to close this gap, giving voluntary buyers a consistent framework to evaluate the quality of what they procure and identify where additional diligence is still needed.

What Is a Low-Carbon Fuel?

For the purposes of the criteria, a low-carbon fuel, or LCF, is defined as a fuel or energy source whose lifecycle greenhouse gas (GHG) emissions are lower than those of a relevant, use-case-specific fossil fuel alternative. In this case, we are referring to the physical biofuel and its associated environmental attributes. 

While LCFs may be produced through biological, synthetic, or other non-fossil pathways, the 2026 edition focuses on biofuels for transportation, which currently represent the majority of LCF production and use. 

Understanding the Complex LCF Regulatory and Certification Landscape

The LCF market sits at the intersection of multiple regulatory and voluntary markets. In the US, this includes compliance programs such as the Renewable Fuel Standard (RFS) and state-level Low Carbon Fuel Standards (LCFS). Europe, the United Kingdom, Canada, and many other nations host comparable programs, often with specialized regulatory regimes for various transport sectors, e.g., aviation or maritime. 

These regulatory markets coincide with and often intersect voluntary markets, which contain a multitude of standards and certifications. For producers, this creates a complex landscape of market options. For buyers, it creates a signal problem: a fuel may carry one or more certifications, comply with one or more regulatory programs, and still leave meaningful sustainability questions unaddressed.

Several organizations, including the Roundtable on Sustainable Biomaterials (RSB) and the International Sustainability and Carbon Certification (ISCC), have developed widely used standards for LCFs. These certifications assess supply chains from feedstock to end use and provide important baseline assurance. 

However, they were developed with different primary audiences in mind and can vary in scope and rigor. Few existing schemes were designed to serve as a comprehensive sustainability reference for voluntary market buyers evaluating what a given fuel's certification covers and where gaps may still exist.

Simplifying High-Quality Procurement for Voluntary Buyers 

The 2026 Criteria for High-Quality Low Carbon Fuels are not designed to replace or compete with existing certification schemes. Rather, they consolidate key sustainability considerations from across the landscape of existing frameworks into a single, legible reference built specifically for voluntary market decision-makers.

The criteria apply across the full LCF supply chain, covering not only fuel producers but also fuel blenders, aggregators, and certificate traders. This LCF systems view encompasses the full set of production, certification, and procurement arrangements through which LCFs are generated and claimed. This reflects the reality that sustainability outcomes in this market are shaped by many actors, not just at the point of production.

The criteria distinguish between requirements that must be met (minimum thresholds for quality and integrity) and considerations that should be addressed, reflecting best practices and aspirational standards. This distinction is intentional: the criteria set a floor while leaving room for market participants to demonstrate quality in ways appropriate to their specific context. 

The criteria are organized around six core principles that together define what high-quality LCF production and procurement looks like. 

Six Principles for Procuring High-Quality Low-Carbon Fuels

1. Social harms, benefits, and environmental justice: preventing new harms to communities, reducing existing ones, and ensuring equitable distribution of benefits
2. Environmental harms and benefits: minimizing impacts on air, soil, water, and biodiversity
3. Carbon accounting: accurately quantifying lifecycle GHG emissions using credible methodologies and tracking environmental attributes to prevent double-counting
4. Additionality: demonstrating that voluntary market support enables outcomes that would not otherwise occur
5. Feedstock sourcing: ensuring responsible and equitable sourcing practices and requiring end-to-end chain-of-custody documentation traceable to the point of generation
6. Leakage: assessing and mitigating activity-shifting and market leakage associated with the LCF system

Where a fuel's existing certification or regulatory program adherence already addresses one or more of these core principles, that coverage should be disclosed to the buyer by the producer. Buyers can then use the criteria to identify where certification coverage aligns with quality expectations, and where supplemental diligence is needed.

A Living Framework for a Market in Motion  

The LCF market will continue to evolve as policy frameworks are shifting, certification systems are maturing, and new production pathways are emerging. The 2026 edition reflects the current state of the LCF market and is intended as a living resource, with future updates possible as the market develops and new science emerges. Future editions may expand to cover synthetic LCF pathways, renewable natural gas, and sector-specific considerations such as maritime fuels.

For buyers navigating voluntary LCF procurement, the criteria offer a practical starting point: a framework to evaluate what existing certifications cover, identify where additional diligence is needed, and build procurement decisions on a consistent quality foundation. For producers, they provide clear guidance on what a sustainability demonstration looks like for voluntary market buyers.

Read the 2026 Criteria for High-Quality Low Carbon Fuels to learn more about how the criteria apply to your procurement strategy or production system.

Frequently Asked Questions

What is a low-carbon fuel?
A low-carbon fuel is a fuel whose lifecycle greenhouse gas emissions are lower than a comparable fossil fuel alternative for the same use case. The 2026 LCF Criteria focus specifically on biofuels for transportation, which currently make up most LCF production and use.

What do the 2026 Criteria for High-Quality Low Carbon Fuels cover?
The criteria are organized around six principles: social harms, benefits, and environmental justice; environmental harms and benefits; carbon accounting; additionality; feedstock sourcing; and leakage. Together they give buyers and producers a consistent way to evaluate what high-quality LCF production and procurement looks like.

Do the LCF criteria replace existing certifications like RSB or ISCC?
No. The criteria aren't designed to replace or compete with existing certification schemes such as the Roundtable on Sustainable Biomaterials (RSB) or the International Sustainability and Carbon Certification (ISCC). Instead, they consolidate key sustainability considerations from across those frameworks into a single reference so buyers can see what their certification already covers and where supplemental diligence may be needed.

Who do the LCF criteria apply to across the supply chain?
The criteria apply across the full LCF supply chain, not just producers, but also feedstock suppliers, fuel blenders, aggregators, and certificate traders, reflecting that sustainability outcomes are shaped by many actors, not only the producer.

What's the difference between the "must" and "should" requirements in the LCF criteria?
"Must" requirements set minimum thresholds for quality and integrity that need to be met, while "should" considerations reflect best practices and aspirational standards market participants can work toward. This sets a floor while leaving room for participants to demonstrate quality in ways suited to their specific context.