Formula 1 Achieves 35% Carbon Footprint Reduction, Aiming for Net Zero by 2030

F1 reports 35% emissions cut since 2018

Formula 1 has published new figures showing a 35% reduction in carbon emissions against its 2018 baseline. The sport now reports total emissions of 168,720 tonnes of CO2 equivalent for 2024, down from a revised baseline of 228,793 tonnes in 2018. This represents a removal of almost 80,000 tonnes from annual operations.

The updated numbers are notably stronger than earlier reports. F1 previously stated a 26% reduction for the same period. However, the organisation has revised its baseline methodology, which accounts for the improved figures now being presented.

For UK businesses watching how large organisations track and report carbon data, the revisions highlight an important reality. Baseline adjustments are common as measurement practices develop. Consequently, year-on-year comparisons can shift when calculation methods are refined or updated.

F1 announced its net zero by 2030 commitment in 2019. The sport has since published annual sustainability updates tracking progress toward this deadline. The latest report shows an 11.8% reduction in emissions between 2023 and 2024 alone, suggesting recent operational changes are having measurable effect.

Where the reductions have come from

The largest cuts have emerged from three operational areas. Factory and facility emissions are down 64% compared with 2018. Travel emissions have fallen 27%. Logistics emissions are down 29% over the same period.

These figures were reported by ESPN following the sustainability update. They demonstrate that emissions from fixed sites have been easier to reduce than those from transport and freight. This pattern mirrors what many UK manufacturers and distributors experience when working on their own carbon reduction plans.

F1’s logistics footprint is unusually complex. The sport operates a global calendar with 24 races across five continents. Each event requires the movement of cars, equipment, hospitality infrastructure, and personnel. Therefore, the 29% reduction in logistics emissions represents substantial operational change rather than marginal adjustment.

Travel emissions present a similar challenge. Teams, officials, media, and sponsors move between race locations throughout the season. A 27% cut indicates shifts in how people and goods are transported, including increased use of regional hubs and consolidated freight movements.

Meanwhile, the 64% reduction in factory and facility emissions reflects more conventional decarbonisation measures. These include energy efficiency improvements, renewable electricity procurement, and on-site generation. Such measures are generally more straightforward to implement than transport-related reductions, particularly for organisations with control over their own buildings.

Sustainable aviation fuel and freight strategy changes

F1 has stated it will continue investing in alternative fuel strategies as part of its pathway to 2030. Sustainable Aviation Fuel is a key component of this approach. SAF can reduce lifecycle emissions from air travel, although availability and cost remain limiting factors for most organisations.

The sport is also shifting more freight from air to sea. Sea freight produces significantly lower emissions per tonne-kilometre than air freight. However, it requires longer lead times and more complex planning. For businesses with time-sensitive supply chains, this trade-off between speed and emissions is familiar.

Regional hubs form another part of the strategy. By consolidating equipment and reducing the need to transport full setups between every race, F1 aims to cut both emissions and costs. This model has potential relevance for UK businesses operating across multiple sites or regions, particularly those in events, construction, or field services.

Ellen Jones, F1’s Head of ESG, described the results as the product of years of work across the sport. She emphasised that sport-wide engagement and delivery enabled the significant reductions now being reported. This highlights the importance of organisational buy-in when pursuing carbon targets, especially in complex, multi-stakeholder environments.

Nevertheless, the figures also show that further reductions are required before 2030. F1 must continue cutting emissions from the most challenging parts of its operations. For the sport, this means addressing the carbon intensity of a travel-heavy, freight-heavy calendar that operates across multiple continents.

Implications for UK businesses tracking carbon performance

The F1 update offers several points of interest for businesses managing their own carbon reporting. First, the baseline revision demonstrates that measurement methods can and do change. Companies working toward PPN 06/21 compliance or preparing for mandatory climate reporting should expect their own baselines to be refined as data quality improves.

Second, the sectoral breakdown shows where reductions are easiest to achieve. Emissions from buildings and facilities are typically more controllable than those from transport or supply chains. This matters when setting internal targets or prioritising investment in carbon reduction measures.

Third, the emphasis on alternative fuels and modal shift reflects broader trends in corporate decarbonisation. SAF, electric vehicles, and rail or sea freight are becoming standard components of carbon reduction strategies. However, each requires upfront investment, operational adjustment, and often collaboration with suppliers or logistics partners.

For businesses in manufacturing, distribution, or professional services, the F1 example illustrates the scale of change needed to achieve deep emissions cuts. A 35% reduction over six years is significant. Yet it still leaves a substantial gap to net zero, even for an organisation with considerable resources and technical expertise.

Moreover, the focus on Scope 1 and 2 emissions from facilities and direct transport highlights a common pattern. These emissions are within an organisation’s direct control. Scope 3 emissions, which include supply chain and downstream activities, are often harder to measure and reduce. F1’s reporting does not break out Scope 3 in detail, but the logistics and travel categories will include both direct and indirect emissions.

UK SMEs preparing for the forthcoming Streamlined Energy and Carbon Reporting requirements, or working toward net zero commitments in tender processes, face similar challenges. Data collection, baseline setting, and year-on-year tracking require investment in systems and skills. Additionally, demonstrating progress means not just measuring emissions but implementing changes that actually reduce them.

Key details from the sustainability update

• F1 reported total emissions of 168,720 tonnes of CO2 equivalent in 2024, representing a 35% reduction against the revised 2018 baseline of 228,793 tonnes.
• Factory and facility emissions have fallen 64% since 2018, the largest reduction across any operational category.
• Travel emissions are down 27% and logistics emissions down 29% over the same period, despite the sport’s global calendar.
• The sport has removed almost 80,000 tonnes of CO2 equivalent from annual operations since its sustainability programme began in 2018.
• F1 plans continued investment in Sustainable Aviation Fuel, increased sea freight, and regional hubs to support further reductions toward its 2030 net zero target.

What this means for carbon strategy and reporting

The F1 sustainability update reinforces several realities that UK businesses encounter when working on carbon reduction. Progress is possible, but it requires sustained operational change across multiple functions. Moreover, the areas that contribute most to emissions are not always the easiest to address.

For businesses with significant transport or logistics emissions, the F1 example shows that modal shift and fuel switching can deliver measurable reductions. However, these changes require careful planning, supplier engagement, and often tolerance for longer lead times or higher costs in the transition period.

Baseline revisions are another important consideration. As measurement methods improve and data quality increases, organisations may need to restate historical emissions. This can complicate progress tracking and stakeholder communication. Therefore, clear documentation of methodology and transparent reporting of changes are important for maintaining credibility.

The emphasis on sport-wide engagement also matters. Carbon reduction programmes succeed when they involve operational teams, not just sustainability or compliance functions. For SMEs, this means integrating carbon considerations into procurement, facilities management, logistics, and business travel policies. It also means training staff to understand why these changes are being made and how they contribute to overall targets.

F1’s pathway to 2030 is not yet complete. The sport must continue reducing emissions by roughly the same amount again to reach net zero within six years. This illustrates the scale of challenge facing organisations with ambitious climate targets, particularly those in hard-to-abate sectors or with complex international operations.

For UK businesses, the lessons are practical. Start with accurate baseline measurement. Focus early efforts on emissions within direct control. Plan for longer-term reductions in transport and supply chain emissions, which require collaboration and investment. Finally, communicate progress transparently, including methodology changes and remaining challenges.

Organisations looking for support with carbon measurement, reduction planning, or compliance with public sector net zero requirements can find practical guidance through structured carbon reporting programmes designed for UK SMEs. Similarly, businesses needing to build internal capability can access training on emissions measurement and reduction strategies that align with UK regulatory expectations.

Further information and official sources

F1’s sustainability reporting and net zero strategy are detailed on the organisation’s official sustainability pages. The revised baseline methodology and sectoral breakdowns are explained in the latest annual update published in early 2025.

UK businesses preparing for carbon reporting requirements can refer to guidance published by the Department for Energy Security and Net Zero on the UK’s net zero strategy. The government has also published detailed guidance on greenhouse gas reporting and conversion factors that organisations should use for consistent emissions calculation.

For businesses working on public sector tenders, the Procurement Policy Note 06/21 sets out requirements for carbon reduction plans. This guidance is essential for suppliers bidding on contracts above the relevant threshold values.