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Qatar’s partnership with the UN Office for Project Services (UNOPS) is shifting aid from inputs to impact, with projects measured by outcomes, such as Gaza fuel supplies, Sustainable Development Goals (SDG) aligned finance, and education access.UN under-secretary-general and UNOPS executive director Jorge Moreira da Silva said the agency measures success by outcomes, not outputs, aligning with Qatar’s emphasis on results-based development assistance.“We are an organisation that focuses on outcomes rather than outputs. This means that we evaluate all our projects based on their impact on the people we serve. Instead of counting billions or millions of dollars, we are interested in counting the number of individuals who benefit from each project,” da Silva told *Gulf Times in an exclusive interview.Asked how UNOPS measures its success and how tools like SDG-aligned finance and impact standards change how projects are designed and assessed, da Silva emphasised that mobilising finance alone is insufficient, and stressed the need to prioritise fragile contexts where Qatar is active.“I hear lots of conversation about finance, going from billions to trillions of dollars. But we shall not confuse the need for mobilisation with the need for alignment. We need to mobilise more. Today, we are facing a $4tn gap annually to reach the 17 Sustainable Development Goals. Developing countries need additionally every year $4tn, so this is the gap,” da Silva explained.He continued, “But the issue is not just the gap, it's the misalignment. If you go through all sources of finance, blended finance, impact investment, and foreign direct investment, the support to the most fragile context has not been prioritised. Only 7% of the blended finance goes to low-income countries.“Only 10% of foreign direct investment goes to fragile contexts. So, the point is not just about mobilisation of finance, it's ensuring that we prioritise those contexts where the needs are greatest, namely conflict-affected countries, countries affected by the climate crisis, and that's why measuring impact matters.”On how UNOPS translates Qatar’s financial and diplomatic commitments into projects that deliver measurable impact, da Silva cited fuel as an example, noting that fuel supplies in Gaza illustrate how Qatar’s financial support translates into tangible outcomes, powering hospitals, schools, and bakeries, among others.Da Silva said, “Fuel is not just about fuel. In Gaza, fuel is the only way for people to have access to basic needs. In other parts of the world, people have access to energy through electricity, gas, renewable energy, and many other sources via several transmission pathways.”He further pointed out, “In Gaza, that is not possible; Gaza is totally dependent on fuel. So, without the power station functioning, without the transmission lines being activated, the only way to bring the energy to the bakeries, hospitals, schools, sewage, and desalination facilities is through fuel.“That's why we have had the chance to benefit from the financial support from Qatar. And with the Qatar financial support, we can go to the market, procure fuel, and bring the fuel to Gaza. As we distribute the fuel, we also distribute it to other UN agencies.”On transparency mechanisms, da Silva noted that UNOPS has introduced systems to ensure aid reaches beneficiaries without leakage or politicisation, including the UN 2720 Mechanism in Gaza.Da Silva also underscored the importance of infrastructure and climate change, stating that resilient infrastructure is central to achieving the SDGs, offering Qatar opportunities for deeper cooperation.According to a research piece that UNOPS has conducted with Oxford University, da Silva said “92%” of the SDGs depend on infrastructure. More than “80%” of the greenhouse gas emissions are related to infrastructure, he noted.“This means that unless we get it right – the infrastructure work – we won't deliver on the sustainable development goals and on climate action. That's why it's so important to invest in infrastructure,” he stressed.Da Silva lamented that today, there are “700mn” people without access to electricity, while another “2bn” people don’t have access to clean water. He said “2.4bn” don’t have access to sanitation, and “3bn” people worldwide are offline, lacking access to digital platforms.“It’s impossible to fix issues on education, health, energy, or water, unless we invest in infrastructure. However, investing in infrastructure can't be just about going green; it's also about resilient infrastructure. Unfortunately, the reality is that the conflict-stricken countries are, at the same time, countries facing the disproportionate impact on climate,” da Silva explained. 

Libya’s vast fossil fuel potential and “investor-friendly reforms” are attracting global energy firms despite the inherent political risks, a boost for the oil-rich African nation.The latest bid round from the country offers 22 blocks with an estimated 10bn barrels of available resources and 18bn barrels yet to be discovered, according to a new report from industry consultancy Enverus Intelligence Research.“Libya’s new licensing round marks a pivotal moment for the country’s energy sector,” Tom Richards, senior regional manager at Enverus, said in a recent report. “Enhanced fiscal terms, simplified cost recovery and clearer profit sharing are already attracting serious interest from supermajors and national oil companies.”Still, political instability and infrastructure challenges must be addressed to sustain growth, and if state-controlled National Oil Corporation is to increase production by more than 40% to meet its 2030 target of 2mn barrels per day, the report cautioned.Libya, a member of the Organisation of the Petroleum Exporting Countries, is trying to bring back oil majors that left following the 2011 fall of longtime dictator Muammar Gaddafi, as the country has struggled to quell unrest ever since. 

Sustainable Aviation Fuel (SAF) production hasn’t scaled fast enough to the optimum level the industry and climate goals require — even though SAF is widely seen as a key tool for reducing aviation emissions.SAF production has grown substantially from very low levels, but it still represents only a tiny fraction of total jet fuel demand globally.Currently, SAF production is well under 1% of the total jet fuel demand and expected to fall short of long-term targets.SAF production growth is projected to slow down and reach 2.4mn tons in 2026 as poorly designed mandates seem to have stalled momentum in the fledgling SAF industry.In 2025, SAF output is expected to reach 1.9mn tonnes, double the 1mn tons produced in 2024.SAF production this year represents only 0.6% of total jet fuel consumption, increasing to 0.8% in 2026, according to the International Air Transport Association (IATA).At current price levels, the SAF premium translates into an additional $3.6bn in fuel costs for the industry in 2025.The estimated SAF output for 2025 of 1.9mn tons is a downward revision from IATA’s earlier forecasts due to lack of policy support to take full advantage of the installed SAF capacities.SAF prices exceed fossil-based jet fuel by a factor of two, and by up to a factor of five in mandated markets.IATA Director General Willie Walsh noted, “SAF production growth fell short of expectations as poorly designed mandates stalled momentum in the fledgling SAF industry. If the goal of SAF mandates was to slow progress and increase prices, policymakers knocked it out of the park.“But if the objective is to increase SAF production to further the decarbonisation of aviation, then they need to learn from failure and work with the airline industry to design incentives that will work.”The cumulative impact of poorly designed policy frameworks is that airlines paid a premium of $2.9bn for the limited 1.9mn tons of SAF available in 2025. Of this, $1.4bn reflects the standard SAF price premium over conventional fuel.“Europe’s fragmented policies distort markets, slow investment, and undermine efforts to scale SAF production. Europe’s regulators must recognise that its approach is not working and urgently correct course. The recent European Commission STIP announcement is a step forward though it lacks a clear timeline. Actions, not words, are what matter,” said Walsh.The failure to accelerate the expansion of SAF production capacity will cause many airlines to review their own SAF targets.“Regrettably, many airlines that have committed to use 10% SAF by 2030 will be forced to reevaluate these commitments. SAF is not being produced in sufficient amounts to enable these airlines to achieve their ambition. These commitments were made in good faith but simply cannot be delivered,” said Walsh.EU's STIP (Sustainable Transport Investment Plan) announcement in aviation, unveiled in November, is a €2.9bn strategic plan to accelerate investment in renewable and low-carbon fuels (like SAFs) to meet its decarbonisation targetsIndustry analysts say SAF is much more expensive than conventional jet fuel — typically 2–5 times higher per unit. This price gap makes airlines hesitant to buy large amounts because they operate on very slim profit margins.Many producers struggle to make SAF financially viable without long-term contracts or government incentives. Airlines often don’t commit to large long-term purchase agreements, which in turn makes financiers and producers reluctant to invest in scaling up capacity.Traditional SAF pathways like Hydroprocessed Esters and Fatty Acids or HEFA (from used cooking oil and animal fats) rely on limited feedstocks that are also used in other industries (like road biofuels). The global availability of these sustainable feedstocks is constrained.Alternative feedstocks such as agricultural residues, municipal solid waste or algae have potential, but require new logistics, processing technologies, and infrastructure — which are not yet mature or widely deployed, analysts point out.SAF production isn’t scaling optimally yet because of various economic, technical, logistical, regulatory, and supply-chain barriers.The industry is still emerging from very low starting levels, and while capacity is growing, it remains too small and too costly vis-a-vis the global jet fuel market. 

Russia’s liquefied natural gas exports to China surged to a record in November, as buyers shrugged off the risk of western sanctions to access the cheaper fuel.Deliveries of the super-chilled gas from Russia more than doubled from a year earlier to 1.6mn metric tons last month, customs data released over the weekend showed. The jump saw Russia overtake Australia to become China’s biggest supplier after Qatar.Russia has turned to Asia’s biggest gas market to offset declining shipments to Europe, which was Moscow’s biggest buyer for decades until the invasion of Ukraine. It has had to cut prices to increase its appeal — its LNG was the cheapest among the 12 suppliers to China and about 10% below the average at $9.85 a million British thermal units in November, the customs data showed.Total imports had an annual increase for the first time in more than a year, after weak demand tempered requirements.China in August started importing shipments from Russa’s sanctioned Arctic LNG 2 plant through its remote Beihai terminal. Nevertheless, the Russian facility has had to cut output as winter ice complicates exports.China hasn’t imported US LNG since February, partly because of trade conflicts and weak demand. Major domestic companies are also increasingly diversifying their sources, while trying to sell contracted volumes on global markets, which is easier for American contracts that don’t tend to have destination clauses.Meanwhile, China’s domestic LNG prices fell to a five-year low as inventories grew and demand for heating during winter months remained short of expectations.The domestic wholesale LNG price at key importing terminals dropped below 3,500 yuan per ton ($10.72 per million British thermal units) this week, marking the lowest since mid-2021, according to data from SCI99, a Chinese commodities pricing agency.This marks a significant departure from typical winter patterns, where prices usually rise on higher heating demand. This year, mild temperatures and a faltering industrial and economic recovery across China have dragged domestic LNG prices lower.At the same time, inventories have grown as incoming shipments of seaborne LNG began recovering in November after a year-long slump, though cumulative volumes remain below last year’s level. Imports of piped gas have also been increasing, according to official customs data. Terminal operators have been forced to sell off stockpiles at lower prices as tanks were 73% full as of December 19, SCI99 said.“Price may remain low through the month,” Wang Ran, an analyst with SCI99, wrote in a note. 

The Civil Defence in the Gaza Strip announced that its operations have effectively been reduced by 50% due to the lack of fuel needed to run emergency vehicles and rescue equipment.Spokesperson for the Civil Defence, Mahmoud Basal, told Qatar News Agency (QNA) Monday that field teams have been struggling for weeks to secure the fuel required to operate the remaining essential vehicles and equipment, including fire engines, rescue and ambulance vehicles, as well as portable power generators that run on gasoline and are critical for removing hazards and retrieving trapped individuals.He stressed that these tools form the backbone of firefighting, rescue missions, evacuation operations, and emergency response for civilians enduring dire humanitarian conditions under Israeli attacks. He warned that rescue teams can no longer reach thousands of damaged and unstable buildings, and that search and recovery efforts are on the verge of being completely shut down.Basal noted that a significant portion of the Civil Defence's response to fires, explosions, and building collapses has already stalled, posing an immediate threat to civilian lives. Despite appeals to UN agencies and international organizations to supply the needed fuel, Israeli-imposed restrictions continue to block the entry of sufficient quantities, with distribution mechanisms falling far short of operational needs. This, he said, has caused a major paralysis in the Civil Defence's ability to fulfill its humanitarian duties.He called for lifting all restrictions on fuel delivery and ensuring immediate and full operational supply, with a transparent and consistent mechanism that aligns with the scale of the emergency in Gaza.Despite the lack of equipment, Basal emphasised that efforts to recover the bodies of Palestinians martyred in Israeli occupation airstrikes continue. However, operations are progressing extremely slowly due to severe equipment shortages. Currently, only one excavator is operating in central Gaza in co-ordination with the International Committee of the Red Cross and specialised teams to retrieve bodies from beneath the rubble.He said that once work is completed in the central and southern areas, the excavator will move to Gaza City and the northern region. Basal stressed that a single excavator is insufficient given the enormous number of bodies, and that additional heavy machinery is urgently needed to complete the process as quickly and safely as possible.Basal also noted that some international organisations have expressed willingness to support recovery efforts and bring in heavy machinery. Still, so far, no additional equipment has entered Gaza aside from the one excavator currently in use.He described the issue of missing persons as a profoundly humanitarian crisis, with families submitting daily pleas for help in recovering their loved ones. He estimated that around 10,000 bodies remain under the rubble, though obtaining precise figures is extremely difficult due to the conditions on the ground and the lack of comprehensive documentation.Specialised committees have been formed to document and assess families targeted by Israeli occupation attacks who require urgent intervention by Civil Defence teams.Basal concluded by noting that although Israeli aggression on Gaza ceased following the October ceasefire agreement, which according to official and UN reports, left around 92% of residential buildings fully or partially destroyed, the Israeli occupation continues to block the entry of reconstruction materials, rubble removal equipment, and essential humanitarian supplies for sectors including health and water. This ongoing obstruction, in violation of the humanitarian protocol annexed to the ceasefire agreement, is crippling local, municipal, and international efforts to provide basic services to war-stricken residents of the Gaza Strip. 

African Union chairperson urges intelligence-sharing to aid MaliCalls for immediate release of three kidnapped EgyptiansAl Qaeda-linked jihadists claim new attack in Timbuktu region The African Union has called for an urgent international response, including intelligence-sharing, to address worsening security conditions in Mali, where insurgents are imposing a fuel blockade and kidnapping foreigners. An Al Qaeda-linked militant group active in West Africa's Sahel region has blocked fuel imports since September, attacking convoys of tankers and creating a shortage that forced schools and businesses to shut. The latest show of force by the group, JNIM, has raised concern that it might eventually try to impose its rule over the landlocked country. Western countries including the US, France, Britain and Italy are urging their citizens to leave. In a statement on Sunday, Mahmoud Ali Youssouf, chairperson of the African Union Commission, expressed "deep concern over the rapidly deteriorating security situation in Mali, where terrorist groups have imposed blockades, disrupted access to essential supplies, and severely worsened humanitarian conditions for civilian populations". He said there should be "enhanced co-operation, intelligence-sharing and sustained support" for countries in the Sahel affected by violent extremism. The African Union suspended Mali after the 2021 coup that brought the country's current leader, Assimi Goita, to power. The military-led governments of Mali, Niger and Burkina Faso have withdrawn from the West African regional bloc Ecowas, distanced themselves from Western allies and turned to Russia for military support. **media[379853]** JNIM claims to have killed hundreds of soldiers in attacks on military installations in those three countries this year. Their governments have not commented on the toll. Monday, a media unit for JNIM said its fighters had killed 48 soldiers and wounded more than 100 others in an attack on a military post in Soumpi in the northern Timbuktu region. A Malian military spokesperson did not immediately respond to a request for comment. JNIM has targeted foreign nationals for kidnapping to finance its operations in West Africa. Youssouf of the African Union also called in his statement on Sunday for the immediate release of three Egyptians he said were recently seized. Reuters reported in October that a deal was reached to free two citizens of the United Arab Emirates. Schools reopened in the capital Bamako Monday, a Reuters witness said, after being suspended for two weeks because of the fuel shortage.

Beyond the TarmacAirlines are estimated to need 500mn tonnes (Mt) of sustainable aviation fuel (SAF) to achieve the industry’s goal of net-zero carbon emissions by 2050.This can be achieved from two main sources- biomass and power-to-liquid, according to the International Air Transport Association.Biomass has the potential to produce more than 300Mt of bio-SAF annually by 2050. Some of this potential could be limited by use for competing sources. This potential could be expanded by unlocking additional feedstocks or through efficiency gains and technology improvements over intervening decades.Power-to-liquid (PtL) will be required to reach 500 Mt of SAF production annually by 2050. Maximising the volumes of cost-effective bio-SAF will reduce the pressure on e-SAF to bridge the gap.In all cases, to maximise SAF output, it will be essential to improve conversion efficiencies, accelerate technology rollout, enhance feedstock logistics, and invest in better infrastructure required to scale up commercial facilities across all regions.Recently, IATA in partnership with Worley Consulting, has published a study demonstrating that sufficient sustainable aviation fuel (SAF) feedstock exists to enable the airline industry to achieve net zero CO2 emissions by 2050.All feedstocks considered meet stringent sustainability criteria and do not lead to changes in land use.The study also identified significant barriers in using that feedstock for SAF production, namely the slow pace of technology rollout that would enable SAF to be produced from varied sources and competition with other potential users of the same feedstock.Currently, the only commercially scaled SAF production facilities use HEFA technology, for example converting used cooking oil into SAF.Policies allocating biomass feedstock to hard-to-abate sectors such as aviation must be prioritised.According to the report, there are sufficient sustainable feedstocks and SAF production technologies to decarbonise aviation and meet the net zero carbon emissions goal by 2050.With the right policies and investments, more than 300Mt of SAF from biomass feedstocks could be produced annually by mid-century and around 200Mt from e-SAF.Enhancing the feedstock supply chain infrastructure, scaling up novel sources that meet sustainability criteria, and ensuring that the feedstocks identified for SAF production are made available to the air transport industry remain a major challenge.Other major challenges, according to IATA, are: Accelerating technology rollout to unlock new SAF production technologies, especially PtL, including reliable access to the low-cost renewable electricity, hydrogen, and carbon capture infrastructure, which are all required as part of the PtL production method.Achieving coordinated government policies to support innovation, and investment to create a fully functioning SAF market, unlocking new economic opportunities.Rallying regional leadership, with North America, Brazil, Europe, India, China, and Asean identified as key drivers of global SAF output.Activating the energy industry to invest in SAF production capacity, support technology commercialisation, and align their business strategies with global decarbonisation goals.IATA’s Director General Willie Walsh said: “We now have unequivocal evidence that if SAF production is prioritised then feedstock availability is not a barrier in the industry’s path to decarbonisation.“There is enough potential feedstock from sustainable sources to reach net zero carbon emissions in 2050. However, this will only be accomplished with a major acceleration of the SAF industry’s growth. We need shovels in the ground now.”“With this study it becomes clear that we can make SAF the solution it needs to be for aviation’s decarbonisation. The potential to turn SAF feedstock into real SAF production is in the hands of policymakers and business leaders, particularly in the energy sector.“The conclusion of this study is an urgent call to action. We have just 25 years to turn this proven potential into reality,” said Walsh.Industry analysts say hitting net-zero aviation by 2050 is huge, technically possible, but it won’t happen by accident.The industry must scale SAF fast, modernise fleets, squeeze out operational savings, build hydrogen and PtL capacity, and deploy robust policy and finance — all co-ordinated internationally and backed by strict sustainability and verification — to credibly reach net-zero by 2050.

Beyond the TarmacThe lack of adequate returns is one of the biggest barriers discouraging investment in Sustainable Aviation Fuel (SAF) production globally.SAF is currently much more expensive to produce than conventional jet fuel, often 2–5 times higher depending on the feedstock and technology.Without subsidies, price support, or guaranteed demand, investors face low or negative margins, according to industry analysts.IATA’s SVP of Sustainability and Chief Economist Marie Owens Thomsen noted investment is needed to fund new SAF production facilities and other sustainability initiatives.“Certainly, money is available if investors think the returns will be there. The amount of finance available to artificial intelligence development speaks to the deep pockets that investors have if they believe in a project.“But the truth is that oil is bringing in about a 20% return while renewable energy is lagging at 5%. Bridging that gap requires the right policies and incentives from regulators.”Thomsen said: “The good news is that solar and wind power have already shown the way forward. SAF needs a similar level of investment to these now-established energy markets so regulators should be aware of the constituents of a good policy.“The blueprint for success is there,” says Thomsen. “And it all fits together because this leads back to the idea of radical collaboration. This is not about giving money to aviation, it is about investing in the energy transition. SAF is just one part of the biofuel complex that will drive advances in renewable power.”IATA says the Asia-Pacific region is aviation’s fastest-growing market and notable for its SAF production opportunities. India, Malaysia, and Vietnam are just a selection of countries in the region that could play crucial roles in SAF production.China, meanwhile, has a strong record in strategic planning and is invariably successful in implementing those plans, often before deadline. The country aims to be carbon neutral by 2060 with peak emissions occurring before 2030.A SAF pilot project in China has been extended. The Civil Aviation Administration of China (CAAC)'s 14th Five-Year Plan calls for over 20,000 tons of SAF consumption in 2025 and a Sustainable Aviation Fuel Research Centre to develop standards and a certification system has been established.It is reported that more than 3mn tonnes of SAF production is either planned or in construction.China’s ability to be a trend-setter in SAF is important as SAF will do the heavy lifting if aviation is to reach net-zero by 2050. But Thomsen emphasises that decarbonisation is not just an industry issue.Thomsen suggests that if individual industries try to find their own solution each one will fail. “But together it is possible to succeed,” she adds.“Aside from the economic implications, countries that are forward-looking in this area can achieve greater energy independence. Refineries produce a slew of products so when we talk about SAF production, it is important to remember this is a small share of refined output.“The majority of renewable refined products will benefit other industries. This means that helping airlines obtain sustainable aviation fuel will give most other industries greater access to renewable fuels.”While airlines and regulators are pushing for SAF adoption, the fact remains that the demand is still relatively small and fragmented. Investors worry that commitments may not translate into long-term offtake agreements at profitable prices.Building SAF plants requires billions in upfront investment, with long payback periods. If policy frameworks or incentives such as tax credits, blending mandates, or carbon pricing are unclear, investors may find the risk-return profile unattractive.Many SAF feedstocks (including waste oils, crops and biomass) have alternative uses — like renewable diesel, bio-based chemicals, or even food. These alternatives can offer better returns, drawing investment away from SAF, experts say.Clearly, inadequate returns discourage SAF investment, which is why many experts emphasise the need for a combination of policy incentives, carbon pricing, and long-term purchase commitments from airlines to make SAF commercially viable.