Explore our most frequently asked questions

Sustainable aviation fuels are renewable or waste-derived aviation fuels that meet strict sustainability criteria set out by the International Civil Aviation Organisation.

SAF can be made from sources such as used cooking oil, general household waste and biomass. SAF derived from waste biomass sources have the potential to reduce lifecycle carbon emissions by up to 80% compared with fossil-derived aviation fuel.

The UK Government has introduced a SAF Mandate, requiring 10% of jet fuel to be sustainable by 2030.

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Currently SAF must be blended with traditional aviation fuel prior to use in aircraft. Advanced SAF (such as those produced by LGF) are blended with conventional aviation fuel at levels of up to 50%. It means it is almost chemically identical to this traditional fuel and can be used in existing aircraft engines and airport refuelling infrastructure with no required modifications

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Currently SAF must be blended with traditional aviation fuel prior to use in aircraft. Advanced SAF (such as those produced by LGF) are blended with conventional aviation fuel at levels of up to 50%. It means it is almost chemically identical to this traditional fuel and can be used in existing aircraft engines and airport refuelling infrastructure with no required modifications

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Currently SAF must be blended with traditional aviation fuel prior to use in aircraft. Advanced SAF (such as those produced by LGF) are blended with conventional aviation fuel at levels of up to 50%. It means it is almost chemically identical to this traditional fuel and can be used in existing aircraft engines and airport refuelling infrastructure with no required modifications

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Advanced SAF refers to aviation fuels produced using innovative technologies and non-traditional feedstocks including forestry residues, agricultural residues and municipal solid waste.

These fuels offer significantly lower lifecycle emissions and avoid competition with food crops.

As a subset of advanced SAF, second-generation SAF specifically uses non-edible biomass and waste-based feedstocks. It avoids the ethical and environmental concerns associated with first-generation biofuels, which rely on food crops like corn or palm oil.

Typical feedstocks include agricultural residues, wood chips and forest residues. These materials are abundant and do not interfere with agricultural supply chains, and importantly, do not come from primary forests and ancient woodland.

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Renewable naphtha is a renewable liquid hydrocarbon that is produced as a by-product during SAF production. It can be used as a raw material in the chemical industry.

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CCS does not form part of LGF but can potentially be integrated into SAF production in future using the Northern Endurance Partnership (NEP) CO₂ transport and storage (T&S) network which will be constructed immediately to the south of the SAF plant. Future integration of CCS will further reduce lifecycle greenhouse gas emissions, and in some cases, enable net-negative emissions.

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Lighthouse Green Fuels is a second-generation sustainable aviation fuel (SAF) facility that will play a vital role in the UK’s net zero ambitions and climate goals.

Located at Seal Sands on the bank of the River Tees, the proposed development is expected to be the UK’s first commercial-scale, second-generation SAF production facility and the largest of its kind in the world.

The facility will convert over 1.5 million tonnes of sustainably-sourced biomass (including forest and agricultural residues) into over 180 million litres of advanced SAF and approximately 30 million litres of renewable naphtha each year, supporting the UK government’s SAF Mandate and net zero ambitions.

The project aims to contribute to the UK’s decarbonisation strategy, energy security, and the transition to clean, renewable energy, while also delivering long-term benefits to the local community and wider region.

The current proposal replaces the previous Lighthouse Green Fuels application for a site off Huntsman Drive in Seal Sands, which underwent statutory consultation in May–June 2024. That earlier project has been withdrawn and is no longer being progressed.

The new proposal will use sustainably-sourced biomass as its primary feedstock, replacing the previous plan to use municipal solid waste derived feedstock. It is located on a larger site with direct access to the River Tees for feedstock delivery by ship.

Lighthouse Green Fuels remains committed to supporting the UK Government’s ambitions by delivering a SAF facility on Teesside – expected to be the UK’s first commercial-scale, second-generation SAF plant and the largest of its kind globally.

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Two significant changes have been made since we consulted on the previous proposal at Huntsman Drive in 2024, these are:

• Location: The proposed facility will now be located approximately 500 metres north of the site previously consulted on in May 2024. This new location has been carefully chosen due to its suitability, size and proximity to necessary infrastructure to support SAF production. This larger site will be able to accommodate the full SAF process including production, storage and pre-treatment in one location.
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• Feedstock: We are now proposing to use sustainably-sourced biomass (including forestry and agricultural residues) as the primary feedstock. This change supports greater carbon savings and aligns with the UK Government’s SAF Mandate and sustainability criteria.

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Given these changes, a new round of consultation is being prepared ahead of submitting a new DCO application.

Lighthouse Green Fuels is being developed by LGF Projects Ltd.

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This is wholly owned by the Alfanar Group. Alfanar is a global project development, manufacturing and engineering group headquartered in Saudi Arabia.

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Lighthouse Green Fuels has developed significant in-house feedstock-to-SAF expertise. This experience will be utilised to construct and operate the Lighthouse Green Fuels Project.

The project is being funded by Alfanar Group.

LGF is the only SAF project in the UK to have successfully secured government grant funding in every round of the Department for Transport’s competitions covering Green Fuels, Green Skies (GFGS) and all three rounds of the Advanced Fuels Fund (AFF 1, 2, and 3). In total, LGF has been awarded over £30 million in grant funding, reinforcing its position as the UK’s most advanced SAF project.

The Lighthouse Green Fuels main project site will be located in the industrial area of Seal Sands in the borough of Stockton-on-Tees.

It is approximately 5km east of Billingham town centre and 4kmnorth-east of Middlesborough town centre in Teesside. It is on the north bank of the River Tees and roughly 3km south-west of Teesmouth.

Some utility corridors extend into the neighbouring borough of Redcar and Cleveland.

The site encompasses an area of approximately 220 hectares. The majority of which was formerly occupied by INEOS Nitriles chemical plant, a closed landfill site and undeveloped land.

The site has been cleared. In the east, along the frontage with the River Tees are two jetties formerly used for loading/unloading operations at the former facility.

The site is divided into the main site, where the SAF production facility would be located, and wider site including associated access and utility connection corridors.

This site has been carefully chosen due to its suitability, size and proximity to necessary infrastructure required to support all elements of the SAF production process. its suitability, size and proximity to necessary infrastructure to support SAF production. This larger site will be able to accommodate the full SAF process including production, storage and pre-treatment in one location.

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Notably, the site has access to the River Tees for construction and operational logistics and rail facilities for export of SAF. The site’s proximity to the Northern Endurance Partnership (NEP) infrastructure allows for a potential future connection to carbon capture and storage, supporting the project’s ambition for low or negative carbon SAF production.

The main site is currently owned by INEOS.

The project will endeavour to secure all land interests by agreement, but will also seek compulsory purchase powers as a fall back to protect the deliverability of the project.

No. However, the site is adjacent to several nationally and internationally designated conservation sites:

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- Teesmouth and Cleveland Coast Special Protection Area (SPA) and Ramsar Site

- Teesmouth National Nature Reserve

- Teesmouth and Cleveland Coast Site of Special Scientific Interest (SSSI)

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The majority of the site is not within these designations, but is immediately adjacent to them. The impact on these sites will be fully considered and assessed as part of the Environmental Impact Assessment.

The Proposed Development would include:

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- quayside with ship loading/offloading infrastructure;

- feedstock storage and pre-treatment facility,

- a main gasification facility to process sustainably-sourced biomass;

- syngas clean-up apparatus;

- Fischer Tropsch process units;

- refining units;

- intermediates and finished product storage;

- supporting infrastructure and utility connections

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Additionally, a biomass-fired combined heat and power (CHP) generating station with up to approximately 200MWe generating capacity is proposed for the site to provide low-carbon electricity, steam and heat to support the operation of the Proposed Development.

The detailed design is still being developed. The facility will be a large-scale plant, in line with the industrial nature of the surrounding area with storage tanks, pipelines, and a new quay. Visual impact assessments will be carried out as part of the Environmental Impact Assessment, and illustrative images are provided as part of the statutory consultation.

Construction and operational access to the main site and associated utility connections in North Tees will primarily be via Seal Sands Road which connects to the trunk road network via the A1185 and the A689/A19.

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South of the Tees, construction access for utility connections is proposed to be from Wilton International North Gate off the A1085 Steelhouse Gate Roundabout and then via an internal road network to Dabholm Gut, or alternatively, via the A1053, Tees Dock Road. As part of the transport assessment, we will consider the potential impacts on these roads during construction and operation.

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The new quay on the River Tees will be developed to facilitate the delivery of fabricated modules transported to the site via ship.

The project will require significant works to the quayside, including decommissioning and removal of the existing jetties, construction of a new quay, and dredging to create a berthing pocket and access channel. These upgrades will enable the docking and unloading of feedstock ships directly at the site.

Statutory consultation on the project concludes on 13th January 2026. The DCO application submission is planned for 2026. Subject to receiving development consent, construction activity is expected to start in 2028, with the aim of commissioning SAF in 2030 to support the UK’s SAF Mandate targets. A detailed construction programme will be provided as the project progresses.

Lighthouse Green Fuels is seeking access to connect to CCS infrastructure. This would enable captured carbon dioxide from SAF production to be permanently stored, supporting the project’s decarbonisation goals and future expansion.

Yes. The Lighthouse Green Fuels Project is fully aligned with UK Government policy, including the Jet Zero Strategy, which sets out the UK’s plan to achieve net zero aviation emissions by 2050, and the UK SAF Mandate (requiring 10% SAF in the aviation fuel mix by 2030).

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The project has been awarded over £30 million in funding from the Department for Transport’s Green Fuels, Green Skies and Advanced Fuels Fund competitions.

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It is essential to the government’s growth mission, supporting jobs, regenerating industrial sites and enabling UK airport expansion.

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The project is also consistent with the National Policy Statements for Energy and local planning policy. It is also essential to the government’s growth mission and is key to enabling airport expansion.

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In a world that is decarbonising large scale sectors of industry and the wider global economy, the aviation sector has the potential to be the largest emitter of carbon globally with passenger numbers predicted to grow to 16 billion by 2050, compared to 4 billion pre-pandemic in 2018.

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In its Jet Zero Strategy, published in 2022, the UK Government has committed to decarbonising the UK’s aviation sector to reach Net Zero by 2050.

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As part of this, the UK SAF Mandate came into effect at the start of 2025, requiring a growing share of all aviation fuel supplied in the UK to come from SAF. It will start at a low level and progressively increase through to 2040, with a binding target of at least 10% SAF in the national aviation fuel mix by 2030.

The mandate is underpinned by a subsidy programme that provides tradable credits with a cash value to reward the production of the lowest-carbon fuels.

If consented, Lighthouse Green Fuels will convert over 1.5 million tonnes of sustainably-sourced biomass into over 180 million litres of advanced SAF and approximately 30 million litres of renewable naphtha each year to fuel aircraft at UK airports.

Up to 350,000 tonnes of carbon dioxide emissions per annum will be avoided per year compared with conventional aviation fuel.

This is the equivalent to offsetting 4,500 transatlantic flights between London and NewYork, per year.

This could rise to 750,000 tonnes per annum with access to carbon capture and storage infrastructure.

The facility will support more than 3,400 full time equivalent jobs UK wide during operations, of which over 600 will be local to Teesside. Once operational, the site will require up to 300 full-time equivalent (FTE) direct jobs.

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Additionally, Lighthouse Green Fuels is looking to setup or facilitate apprenticeship schemes to support staffing requirements for the project site operations, which would help to upskill the local workforce.

Lighthouse Green Fuels will bring substantial economic and employment benefits to Stockton-on-Tees and the wider Teesside region.

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The project represents more than £2 billion of investment, will create skilled jobs in the green economy and position the region as a leader in SAF development.

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The project will support regeneration of a brownfield industrial site, contribute to local supply chains, and help meet local and national decarbonisation targets.

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Lighthouse Green Fuels is keen to work with local education providers, including schools, colleges and universities, to support training and employment opportunities, including local apprenticeships, using LGF as a hub to grow local expertise within the SAF industry.

Feedstock is the raw material used to make a desired product such as SAF. While feedstocks can include materials like used cooking oil and methanol, LGF will specifically use sustainably-sourced biomass, including forest and agricultural residues, and waste wood for on-site power.

LGF will use a mix of feedstocks including forest residues, sawmill residues, and non-merchantable roundwood, all of which are not suitable for higher-grade timber markets. This includes treetops, pre-commercial thinnings, low-grade or damaged timber, bark and offcuts from sawmills. Additional feedstocks for LGF include biomass agricultural residues, such as sugarcane bagasse and sunflower husks.

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Additionally, LGF will primarily use waste wood as feedstock to power a new on-site Combined Heat and Power (CHP) plant.

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The facility will convert over 1.5 million tonnes of this biomass each year into more than 180 million litres of advanced sustainable aviation fuel (SAF) and approximately 30 million litres of renewable naphtha annually.

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All feedstocks used by LGF are classed as biogenic wastes and residues in line with the UK SAF Mandate and must meet strict sustainability standards.

Sustainably-sourced biomass for LGF will include materials from sustainably managed forest plantations, sawmill residues (such as bark, offcuts, and sawdust), agricultural residues, and waste wood which will be used to power a new on-site Combined Heat and Power (CHP) plant.

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All feedstocks must meet strict sustainability criteria set by the UK Government’s SAF Mandate, meaning it must be considered a “waste or residue” and not suitable for higher-grade uses like construction. The biomass comprises residue material from sustainably managed forest plantations and sawmills, as well as waste and residues from agriculture.

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LGF will adhere to stringent lifecycle emissions accounting under the SAF Mandate which includes the carbon impact of the feedstock and the transportation of this. The Mandate incentivises production of SAF with the lowest carbon intensity by awarding government-issued credits, carrying a cash value, to SAF producers.

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While sustainably-sourced biomass from abroad is key to creating SAF right now, given the absence of sufficient supplies to source biomass domestically in the UK, LGF is keen to develop domestic supply chains of biomass.

Feedstock consistency: Sustainably-sourced biomass feedstocks have more predictable and uniform composition than municipal solid waste, which is highly mixed (plastics, metals, organics, etc.), meaning that we can reduce the complexity in processing.

Lower contamination risk: Biomass avoids the challenges of sorting and removing plastics/metals, which can damage equipment or lower fuel quality.

Process efficiency: Biomass generally has higher carbon content and is easier to gasify/convert into syngas, improving yields.

Greater carbon savings: Sustainably sourced biogenic residues deliver greater carbon savings because they recycle recent, renewable carbon, whereas MSW, often contains fossil-derived plastics that release additional fossil emissions

Stronger alignment with policy: The UK Government’s SAF Mandate and sustainability criteria favour verifiable, renewable biomass residues over mixed waste streams.

Waste hierarchy compliance: Using MSW for fuel can sometimes conflict with waste reduction/recycling priorities, whereas residues (forest/agricultural) are genuine wastes that have few alternative uses.

Easier to source: It can be difficult and expensive to obtain MSW.

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No. The process will not use high-quality wood suitable for construction or furniture. Instead, it uses low-value wood residues and waste that are not fit for these industries and would otherwise be underutilised or disposed of through less sustainable means. Importantly, no materials will be sourced from the harvesting of primary forests or ancient woodland.

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LGF is committed to sourcing sustainable feedstock as responsibly and locally as possible.

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Given the scale of feedstock required (>1.5m tonnes per annum), it is not currently possible to meet all of our requirements domestically. A significant volume of feedstock will be imported from carefully selected international partners. However, LGF will continue to explore opportunities to expand the use of UK-sourced biomass where feasible.

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The specific countries of origin will be confirmed as procurement progresses, but all imported biomass must meet the same strict sustainability standards as domestic feedstock, ensuring full compliance with environmental and ethical best practice. Biomass will be delivered primarily by ship and offloaded at the site’s new quay. The project will account for and minimise the carbon impact of transport as part of its overall sustainability strategy.

The forestry residues used in LGF's SAF production process will come from sustainably-managed forests that are actively maintained as forests. In these forests, the amount of wood harvested is always lower than the natural rate of growth, ensuring that the forest continues to expand and regenerate over time.

Suppliers will use by-products from existing forestry operations such as tops, branches, thinnings and sawmill residues, materials that would otherwise have limited value or may go to waste.

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This approach preserves forest carbon stocks and supports forest economics in a way that helps forest owners maintain healthy forests and avoid deforestation takes place.

LGF is exploring the use of agricultural residues such as sugarcane bagasse and sunflower husks. These residues are by-products of agricultural processing and would otherwise have no further commercial use, making them a sustainable and low carbon feedstock option, that does not compete with food production.

• Feedstock: Delivered primarily by ship, stored in silos and covered stores, segregated by type and in accordance with permit requirements.
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• Process transfer: Feedstock is moved via covered conveyors or mobile plant to either the SAF production process or the on-site power plant.
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• Solid waste: Solid waste is created from the SAF process and is handled, treated, and disposed of according to permitting requirements, with recycling back into the process where possible.
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• Finished products: SAF and naphtha are stored in dedicated tanks on site before being exported by pipeline, road or marine transport for further processing, blending, and eventual use at UK airports

Step 1: Preparing the feedstock

We receive sustainably-sourced biomass which is pre-treated and prepared to turn it into a high-carbon feedstock.

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Step 2: Gasification

The prepared raw feedstock is heated to a very high temperature in a special unit called a gasifier. This breaks it down and turns it into a gas mixture called synthesis gas or “syngas”, which contains carbon monoxide, hydrogen, carbon dioxide, and some impurities.

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Step 3: Cleaning the syngas

The syngas is thoroughly cleaned (“scrubbed”) to remove impurities and excess carbon dioxide. We then adjust the balance of hydrogen and carbon to get the correct ratio.

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Step 4: Making hydrocarbons

The clean syngas is sent to a reactor, where it is converted into long-chain hydrocarbon waxes and other light hydrocarbons using a process called Fischer-Tropsch synthesis.

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Step 5: Upgrading the hydrocarbons

These hydrocarbon waxes are further processed in an on-site hydrocracker, which breaks them down into a mixture of useful fuels.

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Step 6: Separating the products

The mixture is separated into two main products:

• Synthetic paraffinic kerosene (SAF), which is used as jet fuel

• Renewable naphtha, which can be used in the chemical industry

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Step 7: Testing, storage and export

All finished products are tested to make sure they meet strict quality and safety standards. They are then stored on site and exported by pipeline, ride or ship. The SAF is blended with conventional jet fuel before being distributed to UK airports, where it will help power flights around the world.

Safety is a primary factor in the design and development of the project. We will follow all best practice, laws, regulations and guidance regarding safety. The site will be operated under an environmental permit issued by the Environment Agency.

There are grid constraints and no certainty over obtaining new connections. The SAF production facility will be powered primarily by a new on-site biomass/waste wood-fired Combined Heat and Power (CHP) plant. This will provide both electricity and steam to ensure low-carbon operation and reduce the carbon intensity of the SAF.

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Natural gas, oxygen, nitrogen and water will also be used to produce SAF.

The Lighthouse Green Fuels Project is committed to minimising adverse environmental effects and, where possible, enhancing the existing environment while maximising the production of Sustainable Aviation Fuel (SAF).

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Key steps include: 

• Comprehensive Environmental Impact Assessment (EIA): The EIA will assess potential impacts on air quality, noise, ecology, water environment, flood risk, landscape and visual amenity, traffic and transport, and geology
• Design and Mitigation: The project design incorporates measures to avoid, reduce, or mitigate environmental impacts. This may include using best available techniques for emissions control, on-site wastewater treatment to maximise recycling, dust and noise suppression during construction. Environmental impacts will be considered while developing site layout.
• Construction Environmental Management Plan: A CEMP will be implemented to manage construction-phase impacts, including pollution prevention, dust and noise control, and protection of habitats and watercourses.
• Stakeholder Engagement: Ongoing engagement with statutory bodies (e.g. Environment Agency, Natural England), local authorities, and the public ensures that environmental concerns are addressed throughout the project lifecycle

For Lighthouse Green Fuels, the EIA process includes:

1. EIA Scoping: Identifies which environmental topics will be assessed in detail and justifies any topics to be scoped out.
2. Preliminary Environmental Information Report (PEIR): Presents preliminary findings of the EIA and is published for statutory consultation, allowing stakeholders to provide informed feedback.
3. Environmental Statement (ES): The final, comprehensive report detailing the EIA findings, including all assessments, mitigation measures, and residual effects.
4. Decision Making: The ES is submitted as part of the DCO application. The Examining Authority and Secretary of State review the application and determine whether to grant consent.
5. Post-Decision: Includes discharging DCO requirements, implementing mitigation and compensation measures, construction, and ongoing monitoring to ensure compliance with environmental commitments

Noise impacts will be assessed as part of the EIA process:

• Noise Impact Assessment: A detailed assessment will be carried out for both construction and operational phases, considering impacts on nearby residential and ecological receptors.
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• Mitigation Measures: If significant noise effects are predicted, mitigation will be proposed, such as best practicable means during construction and design measures for operational noise (e.g., plant selection, noise barriers).
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• Distance to Receptors: The site is remote from residential areas, with the nearest homes over 2.8km away, so significant noise impacts are not anticipated, but this will be confirmed through assessment.

The area surrounding the site is mostly comprised of urban development and industrial facilities. Major industrial buildings, including an oil refinery, oil storage and a chemical works, form part of the skyline.

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To the west and north the landscape includes smaller areas of open ground and water alongside existing industrial land uses, while the River Tees and large marine wharf facilities lie to the east. The nearest residential area is Port Clarence more than 2.8km away.

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Views of the facility from Billingham, Port Clarence, neighbouring RSPB Saltholme, the wider River Tees and wetland landscape will be assessed as part of the EIA process.

Under the current design, the tallest structure on site is expected to be the flare, reaching up to around 140 metres. Other stacks, such as the Biomass CHP, are anticipated to be approximately 80-120 metres high but may reach up to 140 metres maximum, depending on final design requirements.

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Throughout the design phase of the Project, we will continue developing mitigation measures to reduce visual and landscape impacts where possible.

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Visualisations of the Project showing the expected layout and orientation of onsite infrastructure will be produced for the consultation.

Operational emissions created from the plant will be controlled and monitored through an environmental permit issued by the Environment Agency. Emissions from the process will be carefully controlled and minimised through the design and gas clean up prior to release. There will be several emission sources at the site and the impacts of emissions from all those sources will be assessed together to make sure that the stack design and height achieve adequate dispersion to protect the environment. A flare will also be installed on site, but this will only be used in case of emergencies.

The project will require access to the quay on the river and will include the need for replacement of the jetties by a quay. Potential quay works, including dredging and piling, will be identified along with potential impacts on likely receptors e.g. disturbance to breeding terns and seals, crustaceans and migratory fish. The Project will secure a marine licence from the Marine Management Organisation (MMO) for all quayside works and river operations.

The Project lies within an area of nationally and locally important marine and terrestrial habitats, including the Teesmouth and Cleveland Coast Special Protection Area (SPA), Ramsar site and Site of Special Scientific Interest (SSSI), part of which include the River Tees, and the RSPB Saltholme Nature Reserve.

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We will seek to avoid potential impacts on these protected habitats and species, and the loss of vegetation where possible across the site. Where habitat losses are unavoidable, compensation and enhancement measures (such as creation of new habitats) will be provided, for a range of species.

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Offsite options will also be explored, alongside opportunities to provide additional biodiversity enhancements.

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Further details on the proposed ecological mitigation and enhancement measures will be provided at the consultation.

The site is located within an established industrial area and is remote from residential and community buildings.

• Distance to Sensitive Receptors: The nearest residential properties are over 2.8km away (Port Clarence, Cowpen Bewley, Warrenby), and there are no community assets or sensitive buildings within the immediate vicinity.
• Assessment: The EIA will assess potential impacts on all nearby buildings, including from noise, vibration, air quality, and construction activities. Given the distance and industrial context, significant effects on nearby buildings are not anticipated.
• Heritage Assets: There are no designated heritage assets within 1km of the site; the closest listed buildings and conservation areas are over 1.5km away, and no significant effects are expected

Efficient and safe transport logistics are central to the delivery of the Lighthouse Green Fuels Project:

• Transport Assessment: A comprehensive Transport Assessment will be undertaken as part of the EIA to identify the best routes for construction traffic, abnormal indivisible loads (AILs), and delivery of materials and equipment.
• Access Routes:
  
  • Main Site (North Tees): Construction and operational access will primarily be via the former INEOS access on Seal Sands Road, connecting to the trunk road network via the A1185 and A689/A19.
  • South Tees (Utility Corridors): Construction access for utility connections will be from Wilton International North Gate off the A1085 Steelhouse Gate Roundabout, via the internal Sembcorp road network to Dabholm Gut, or alternatively via the A1053, Tees Dock Road.
• Minimising Disruption: The transport strategy will prioritise the use of main roads and avoid residential areas where possible. Modular construction and delivery by ship will be used to reduce HGV traffic.
• Stakeholder Engagement: The project team will work closely with local authorities, residents, and transport specialists to ensure the transport strategy is efficient, minimises disruption, and prioritises public safety.
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• Further Details: The Transport Assessment will also consider pedestrian and cycle routes, public transport, and the management of construction traffic, including temporary traffic management measures if required

No. There will be no significant sources of odour from the process based on the change in feedstock to sustainably-sourced biomass.

When the plant is no longer in operation, it will be safely decommissioned. While the design life is around 30 years, it may operate longer depending on commercial and regulatory factors. Decommissioning will involve removing all equipment and materials, and demolition will be carried out following a Decommissioning Environmental Management Plan and all environmental permit requirements.

The Lighthouse Green Fuels project has been designated as a project of national significance to be consented by way of a development consent order (DCO) under section 35 of the Planning Act 2008.

The application will be examined independently by the Examining Authority, appointed by the Planning Inspectorate, which will make a recommendation to the Secretary of State, who will then make the final decision on whether to grant development consent.

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The project is predominantly located within Stockton-on-Tees Borough Council, with part of the site and some utility corridors extending into Redcar & Cleveland Borough Council. These are known as the host authorities.

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Five neighbouring authorities - Middlesbrough Council, Hartlepool Borough Council, Darlington Borough Council, Durham County Council, and North Yorkshire Council - will also be consulted.

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While local councils do not determine the application for a project of national significance, they play an important role as consultees. The host local authorities also approve the detailed design under the DCO and are responsible for enforcing compliance with the DCO provisions.

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LGF Projects Ltd will engage closely with both host and neighbouring authorities throughout the process. The host authorities will be consulted on the draft Statement of Community Consultation (SoCC), which sets out how the local community will be consulted during statutory consultation.

A Development Consent Order (DCO) is the consent required for Nationally Significant Infrastructure Projects (NSIPs) under the Planning Act 2008.

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The DCO process is a comprehensive and structured planning procedure designed for large and complex infrastructure projects.

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It ensures that all aspects of the proposed development - including environmental, social, and economic impacts - are thoroughly examined.

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The process includes pre-application consultation, submission and acceptance of the application, examination by the Planning Inspectorate, and a final decision by the Secretary of State.

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Further information about the DCO process can be found at: https://infrastructure.planninginspectorate.gov.uk/application-process/the-process

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We expect to submit a Development Consent Order (DCO) application in 2026. This date is indicative and may be subject to change as the project progresses.

• December 2025; Statutory Consultation: We will share our updated proposals with local community and stakeholders through a minimum five-week period of statutory consultation.
• July 2026; Application Submission: Following the statutory consultation and careful review of feedback, we will finalise our proposals and submit a Development Consent Order (DCO) application.
• August 2026; Acceptance: The acceptance stage begins when an application is submitted to the Planning Inspectorate, which then has 28 days to determine if it meets the required standards for examination.
• October to December 2026; Pre-examination: Once our application is accepted, any person or authority can register as an Interested Party and submit written representations to the Planning Inspectorate. An independent panel, known as the Examining Authority, will be appointed to conduct the examination. All Interested Parties will be invited to a Preliminary Meeting.
• January to June 2027; Examination: The Examining Authority will examine the application, and all representations received from Interested Parties. Hearings will be held where members of the public are welcome to attend.
• September 2027; Recommendation: Following the examination, the Examining Authority will prepare a report, including a recommendation, to be submitted to the Secretary of State.
• December 2027; Decision: The Secretary of State will make a decision on whether to grant or refuse development consent.
• 2028; Construction: If development consent is granted, we plan to begin construction of Lighthouse Green Fuels as soon as practicable following approval.
• 2030; Commissioning and expected commercial operations: The aim is to commence commissioning in 2030 to support the UK’s SAF Mandate targets.