Sustainable Aviation Fuel Bill 2025-10-15

Global demand for aviation continues to grow; it is projected to be two or three times bigger by 2050. In 2024, there was a record rate of increase in carbon emissions, according to the World Meteorological Organisation, and there was a new daily record for global aviation emissions in July 2025. Nearly half of all the carbon emissions to date from aviation have occurred since 2000.

He supports the amendments aimed at strengthening the Bill. The target of 10% SAF by 2030 is seen as overly optimistic, given that even the Climate Change Committee doubts its feasibility.

Criticises the closure of the Grangemouth oil refinery by Ineos, citing economic losses and job cuts. Emphasises the need for public ownership in new industries to avoid a repeat of past industrial decline.

Supports amendments requiring the Government to assess future plant closures’ impact on SAF production and investigate options to mitigate supply risks. She highlights concerns regarding increased competition from US bioethanol producers due to trade deals, undermining domestic SAF efforts.

The Bill is a first step towards decarbonising aviation, supporting SAF production but acknowledging its complexity. Context is provided on the four generations of SAF: bio-origin oils for first generation; solid waste digestion for second generation; wet mass feedstock for third generation; and synthetic fuel from atmospheric gases for fourth generation. It also discusses aircraft technology requirements for higher fractions of sustainable components in jet fuel.

Sustainable aviation fuel production is unaffordable due to high investment costs ($19 billion to $45 billion globally by 2030), leading to higher air travel expenses. New clause 1 would be economically devastating, impacting jobs and communities reliant on air links. Britain's disadvantage in producing SAF includes exorbitant energy bills compared to other countries. Concerns are raised about the environmental impact of crop-based feedstocks and potential inefficiencies in revenue certainty mechanisms.

Aviation is central to UK economy, providing over 300,000 jobs and contributing £22 billion annually. The Bill supports decarbonising aviation by unlocking SAF potential for green innovation, ensuring a sustainable future for the industry.

Welcomes progress on the Bill, emphasising that SAF is essential for decarbonising flight and securing Britain's aviation industry. Highlights a £4.5 million investment by Exolum in his constituency's Redcliffe Bay facility which will be home to the UK’s first independent sustainable aviation fuel blending facility.

Supports SAF and acknowledges local investments such as Alfanar in Stockton North, Wilton International Centre in Redcar. Emphasises the importance of storage capacity for SAF to attract investment.

Supports the intentions of the Bill but wants to strengthen it with amendments focusing on power-to-liquid sustainable aviation fuel, which is cleaner than other SAF types. Emphasises that this amendment sends a clear message about UK's open stance for clean aviation.

Supports the intentions of the Bill and highlights the importance of focusing on wider opportunities such as hydrogen, battery electric systems, and next generation e-fuels to remain a leader in technology.

Supports the good intentions but emphasises the need to protect consumer rights by ensuring that sustainable aviation fuel is not excessively expensive. Advocates for balancing green energy policies with economic considerations.

Highlights the importance of decarbonizing one of the most carbon-intensive industries and securing the future of our aviation sector in a way that is compatible with net zero goals. Proposes new clauses to strengthen parliamentary scrutiny and transparency, ensuring annual reports are laid before Parliament.

The hon. Member acknowledges the need for transparency but warns against creating bureaucratic burdens that could hinder industry adoption of sustainable aviation fuels.

The hon. Member calls for a report on the economic impact of the Bill, including its effect on aviation fuel industries and passenger air fares, emphasising the importance of practicality over ideology to ensure real people's lives are not negatively impacted.

The hon. Member questions the timeframe for cost impact assessments under new clause 6 and highlights the initial investment required for transitioning to sustainable aviation fuels, noting that other countries are successfully driving ahead with similar initiatives.

The hon. Member inquires about comparative approaches taken by other countries regarding sustainable aviation fuel and the unique challenges faced by the UK.

The hon. Member for Didcot and Wantage argued that transparency safeguards must be in place to keep costs low for consumers, citing issues with compliance risk premiums added by fuel suppliers since the mandate came into effect. He proposed prioritising UK-based technology when entering contracts under amendment 9 to prevent funding overseas technology despite a need for domestic innovation.

The Minister thanked hon. Members for their contributions and acknowledged the Bill’s aims to support SAF production, decarbonize aviation, and create green jobs. He provided details on carbon savings expected from UK SAF production by 2040 and discussed Government initiatives like the National Wealth Fund and airspace modernisation efforts.

Mr Shannon inquired about discussions with the Northern Ireland Assembly regarding the benefits of the legislation for employment and the wider economy.

Proposed new clause 5 to require annual reporting on sustainable aviation fuel usage by air travel providers, but was unsuccessful. The House voted against it with Ayes: 78 and Noes: 316.

Made amendments consequential on previous amendments which involve adjustments to the text of the Bill concerning the definition and functions related to companies, counterparty designation, and levy regulations.

Proposed two amendments: one requiring reporting on the impact of revenue certainty contracts on passenger air fares, and another necessitating prioritisation of UK-owned technologies in venue certainty contracts involving new production facilities. Both amendments were voted down.

Asked a point of order regarding the promised publication of certain papers by the Prime Minister, expressing concern about the delay in their release.