Twenty-two countries support ICAO Call to Action on global aviation

Global aviation leaders set binding 2050 emissions target

Twenty-two countries signed the Marrakech Call to Action on 14 April 2026. The declaration commits signatories to the International Civil Aviation Organization’s plan for net-zero carbon emissions by 2050. The announcement came during the opening session of the ICAO Global Implementation Support Symposium in Morocco.

This matters because aviation accounts for roughly 2 to 3 percent of global carbon emissions. Moreover, the sector faces growing pressure from investors, regulators, and corporate buyers to demonstrate credible decarbonisation pathways. For UK businesses that rely on air freight, international travel, or supply chains spanning multiple continents, the policy shifts triggered by this agreement will affect costs, compliance requirements, and procurement decisions.

The International Civil Aviation Organization is the United Nations agency responsible for setting global standards in civil aviation. Its mandate covers safety, security, efficiency, and environmental protection. Consequently, decisions made by ICAO influence everything from aircraft certification to emissions accounting rules that flow through to national regulations.

UK firms should pay attention because the agreement strengthens existing schemes like the Carbon Offsetting and Reduction Scheme for International Aviation. CORSIA already requires airlines to offset emissions growth above 2019 levels. The current phase runs from 2024 to 2026 and is projected to generate between four and five billion US dollars from approximately 200 million carbon credits. Those costs will ultimately appear in ticket prices and cargo rates.

Strategic plan covers safety, capacity, and climate goals

The Marrakech Call to Action endorses ICAO’s Strategic Plan for 2026 to 2050. The plan sets three primary objectives. First, it targets zero fatalities from commercial aviation accidents. Second, it commits to net-zero carbon emissions by 2050. Third, it aims to expand aviation access in underserved regions through the ‘No Country Left Behind’ initiative.

Signatories pledged to strengthen governance and institutional capacity within their national aviation authorities. They also committed to developing innovative financing models that support growth in regions with limited infrastructure. In addition, the agreement includes provisions for training the next generation of aviation professionals and ensuring accountability through international cooperation.

ICAO Council President Toshiyuki Onuma opened the symposium with a clear statement of intent. He said the event should be remembered as the first step in implementing the 2026 to 2050 Strategic Plan. He described delivering safe, secure, and sustainable air transport for all as both an ambition and a shared responsibility.

The net-zero target builds on the long-term aspirational goal adopted at the 41st ICAO Assembly. That earlier agreement took nearly a decade to negotiate. It aligns with the Paris Agreement while respecting individual countries’ circumstances, including development level and market maturity. Essentially, it recognises that nations face different starting points and capabilities when reducing aviation emissions.

CORSIA remains the primary mechanism for achieving these goals. The scheme operates in phases, with participation gradually expanding. Phase one covers 2024 to 2026 with voluntary participation from 88 countries. Phase two will run from 2027 to 2035 with broader mandatory coverage. Airlines must purchase offsets for emissions growth above the baseline, creating a financial incentive to adopt cleaner technologies and sustainable aviation fuels.

UK businesses face higher costs and reporting requirements

The agreement will drive up operating expenses for companies that depend on air transport. Airlines will pass CORSIA compliance costs to customers through higher fares and freight charges. Therefore, businesses that ship products by air or send staff on international trips should budget for increases. The exact impact will vary depending on route, aircraft type, and the availability of sustainable aviation fuel at departure airports.

Sustainable aviation fuel currently costs two to four times more than conventional jet fuel. As regulatory pressure increases, airlines will blend higher percentages of SAF into their fuel mix. They will recover those costs through ticket prices and cargo rates. For UK manufacturers exporting high-value, time-sensitive goods, this could add thousands of pounds annually to logistics budgets.

Corporate buyers are also tightening procurement standards. Many large organisations now require suppliers to report Scope 3 emissions, which include business travel and freight transport. Furthermore, public sector tenders increasingly include carbon reduction criteria. The Procurement Policy Note 06/21 requires suppliers bidding for central government contracts above certain thresholds to publish a carbon reduction plan. Aviation emissions often form a significant component of that total.

Supply chain managers should review freight contracts and carrier selection criteria. Airlines with newer fleets, higher SAF uptake, and robust carbon reporting will become more attractive partners. However, they may also charge premium rates. Businesses will need to balance cost control with emissions performance, particularly when competing for contracts with demanding sustainability requirements.

Smaller firms face additional challenges. They often lack dedicated sustainability staff to track emissions or negotiate with carriers. Nevertheless, the expectations remain the same. A business with ten employees can lose a tender because it cannot demonstrate credible carbon accounting for its logistics operations. Consequently, many SMEs will need external support to meet these emerging standards.

The agreement also affects companies in the aviation supply chain. Aircraft manufacturers, maintenance providers, and component suppliers will face stricter environmental standards. This creates both risks and opportunities. Firms that develop technologies enabling lighter aircraft, more efficient engines, or SAF production will see growing demand. Those reliant on legacy systems may struggle as buyers prioritise emissions performance.

UK airports will require significant investment to support the transition. They will need infrastructure for SAF storage and distribution, electric ground support equipment, and improved surface access via rail and electric buses. Some of that investment will be funded through passenger levies or landing fees, which again flow through to ticket prices and business travel costs.

Aviation emissions policy consolidates under ICAO framework

Twenty-two countries signed the Marrakech Call to Action on 14 April 2026 during ICAO Global Implementation Support Symposium in Morocco. The signatories committed to the ICAO Strategic Plan covering 2026 to 2050. The plan targets net-zero carbon emissions by 2050 alongside zero fatalities from commercial aviation. It builds on the long-term aspirational goal adopted at the 41st ICAO Assembly. CORSIA Phase 1 runs from 2024 to 2026 with 88 participating countries and is expected to generate four to five billion US dollars from 200 million carbon credits. Airlines must offset emissions growth above 2019 baseline levels by purchasing eligible carbon credits. The agreement reinforces ICAO as the sole global forum for international aviation emissions under the United Nations Framework Convention on Climate Change.

Policy fragmentation remains a key risk for industry

IATA Director General Willie Walsh emphasised the importance of a unified approach at COP30. He stated that aviation acts as a catalyst for global connectivity and economic development. He argued that governments must reaffirm ICAO’s role to achieve net-zero emissions by 2050. He warned that fragmented taxes and levies will not reduce emissions and may instead undermine progress.

This concern reflects genuine risks. If individual countries or regions implement conflicting carbon pricing schemes, airlines face a patchwork of compliance requirements. That drives up administrative costs without necessarily reducing emissions. It also creates competitive distortions, with carriers avoiding jurisdictions that impose higher charges. The Marrakech agreement attempts to prevent this by consolidating policy under the ICAO framework.

However, achieving consensus among 193 member states takes time. The long-term aspirational goal took nearly a decade to negotiate. Implementation will be even more complex because it requires coordinating national regulations, financing mechanisms, and technical standards. Meanwhile, pressure from investors, customers, and civil society groups continues to build. Businesses cannot wait for perfect policy alignment before taking action.

UK firms should monitor several key developments over the next 12 to 24 months. First, watch for details on which countries signed the Marrakech declaration and what specific commitments they made. Second, track the transition from CORSIA Phase 1 to Phase 2 in 2027, particularly any changes to offset eligibility criteria or pricing. Third, observe how the UK government integrates these international commitments into domestic policy, especially regarding SAF mandates and airport infrastructure funding.

Companies should also consider how these changes interact with other regulations. For example, the UK’s commitment to net-zero emissions by 2050 applies economy-wide, not just to aviation. The Climate Change Act 2008 requires regular carbon budgets that limit total emissions over five-year periods. Aviation must contribute to meeting those budgets, which means policy measures beyond CORSIA may emerge. These could include additional taxes, stricter planning rules for airport expansion, or incentives for rail over air travel on certain routes.

Additionally, EU regulations continue to affect UK businesses. Although the UK left the European Union, many British companies operate across both jurisdictions. The EU Emissions Trading System now covers aviation, creating a parallel carbon pricing mechanism to CORSIA. UK carriers operating flights to EU airports must navigate both schemes. This adds complexity and cost, particularly for smaller operators.

Businesses should assess exposure and build flexibility into contracts

Start by quantifying your organisation’s exposure to aviation-related costs. Review the past 12 months of business travel expenses and air freight invoices. Calculate the carbon footprint associated with those activities using recognised methodologies such as the UK government’s conversion factors for greenhouse gas reporting. This establishes a baseline and helps identify the largest sources of emissions.

Next, model how those costs might change under different scenarios. Assume CORSIA offset prices range from 15 to 40 US dollars per tonne of CO2 equivalent. Apply that to your baseline emissions to estimate the potential cost increase. Remember that airlines will also factor in their own compliance costs, so the final price rise may exceed the direct offset cost. Similarly, project how SAF uptake might affect fuel surcharges, assuming SAF costs two to four times more than conventional jet fuel.

Once you understand your exposure, look for ways to reduce it. Can some business travel be replaced with video conferencing? Can freight be shifted to sea or rail for less time-sensitive shipments? Can you consolidate shipments to reduce frequency? Even modest reductions can generate significant savings as carbon costs rise. Furthermore, demonstrating proactive emissions management strengthens your position when bidding for contracts with sustainability criteria.

Review your supplier contracts, particularly with airlines and freight forwarders. Many contracts include fuel surcharge clauses that allow carriers to pass on cost increases. Check whether these clauses cover carbon compliance costs or only conventional fuel price changes. If the contract is silent on carbon costs, you may be able to negotiate terms before renewals come up. Consider including provisions that require carriers to report emissions per shipment and demonstrate progress on SAF adoption.

For businesses in the aviation supply chain, the transition creates demand for new products and services. Aircraft manufacturers need lighter materials, more efficient engines, and aerodynamic improvements. Airports require SAF infrastructure, electric ground support equipment, and renewable energy systems. Maintenance providers need skills and tools for new technologies. If your firm operates in any of these areas, consider how your offerings align with decarbonisation goals.

Training and skills development will become increasingly important. Aviation professionals need to understand new fuels, propulsion systems, and digital tools for emissions monitoring. Our SBS Academy training programmes cover carbon literacy, Scope 3 emissions accounting, and sustainability in operations. These skills apply across sectors but are particularly relevant for businesses exposed to aviation policy changes.

Smaller businesses should not underestimate the reporting burden. Even if your total emissions are modest, you may need to provide detailed breakdowns for tender responses or supply chain audits. Invest time now in setting up robust data collection systems. Track flight details, distances, aircraft types, and whether SAF was used. This information will be essential for accurate Scope 3 reporting and compliance with standards like PPN 06/21. Our compliance support services help businesses establish reporting systems that meet current requirements and adapt as regulations evolve.

Government and industry resources for aviation sustainability

The International Civil Aviation Organization website provides detailed information on CORSIA, the long-term aspirational goal, and the 2026 to 2050 Strategic Plan. The site includes technical guidance, reporting templates, and updates on policy developments. It is the authoritative source for international aviation emissions standards.

The UK Department for Transport publishes guidance on domestic aviation policy, including SAF mandates and the Jet Zero strategy. The strategy outlines how the UK plans to reach net-zero aviation emissions by 2050 through a combination of new aircraft technology, SAF, operational improvements, and market-based measures.

For carbon accounting and reporting, the UK government’s greenhouse gas conversion factors provide standardised emissions values for different modes of transport, including aviation. These factors are updated annually and are widely recognised for corporate reporting and tender submissions.

The Civil Aviation Authority regulates UK aviation and provides information on environmental standards, noise management, and emissions reporting requirements for UK operators. The CAA also administers the UK Emissions Trading Scheme for aviation, which applies to flights within the UK and between the UK and Gibraltar.

Businesses preparing for public sector tenders should review Procurement Policy Note 06/21, which sets out carbon reduction plan requirements for suppliers bidding on central government contracts above £5 million per year. The guidance explains what information must be included and how plans will be evaluated.