UK Biofuel Targets and RTFO Regulations Explained: What Has Changed Since 2018?

UK biofuel targets have changed substantially since the 2018 Renewable Transport Fuel Obligation regulations were introduced. The RTFO UK is no longer best understood simply as a biofuel blending rule for petrol and diesel. It has become a broader low-carbon transport fuel mechanism, increasingly focused on waste-derived fuels, biomethane, recycled carbon fuels, development fuels and hard-to-electrify transport sectors.

For anaerobic digestion operators, biomethane suppliers, HGV fleet operators and anyone interested in renewable transport fuels, the message is clear. The UK still wants more low-carbon fuel in transport, but the policy emphasis has shifted away from crop-based biofuels and toward fuels that deliver verified greenhouse gas savings without competing strongly with food production.

This updated article explains the current position, what has changed since the 2018 RTFO regulations, and why biomethane from anaerobic digestion remains an important opportunity for heavy goods vehicles, fleet operators, and other non-road transport uses.

Key RTFO UK Takeaways

• The RTFO UK remains central to UK low-carbon transport fuel policy. It requires major transport fuel suppliers to meet an annual obligation for sustainable low-carbon fuel supply.
• The obligation is still rising. The total obligation reaches 16.415% in 2026 and is scheduled to rise to 21.066% from 2032 onward.
• Crop-derived biofuels are being squeezed down. The crop cap falls to 3.00% in 2026 and 2.00% from 2032 onward.
• Aviation fuel has moved into a separate SAF Mandate. From 1 January 2025, low-carbon aviation fuel is supported by the UK Sustainable Aviation Fuel Mandate rather than the RTFO.
• Recycled carbon fuels are now part of the picture. These are fuels made from fossil-derived wastes that would otherwise be landfilled or incinerated, such as certain non-recyclable plastic wastes or industrial waste gases.
• Biomethane remains highly relevant. Renewable compressed natural gas and bio-LNG can still help decarbonise HGVs and other difficult-to-electrify transport applications.
• The RTFO is not finished evolving. The 2025 statutory review confirmed that the scheme continues to deliver greenhouse gas savings, but further consultation and reform are expected.

What Is the Renewable Transport Fuel Obligation?

The Renewable Transport Fuel Obligation, usually shortened to RTFO UK, is the UK government scheme that requires suppliers of transport fuel to meet an annual obligation for the supply of sustainable low-carbon fuel.

The scheme works through tradeable certificates called Renewable Transport Fuel Certificates, or RTFCs. Suppliers of eligible low-carbon fuels can receive certificates, and obligated fossil fuel suppliers can use certificates to meet their obligation. Where a supplier does not redeem enough certificates, it must pay a buy-out price.

According to the current GOV.UK RTFO UK scheme page, the RTFO applies to:

• road vehicles;
• non-road transport, including non-road mobile machinery;
• maritime use, but only where the fuel is a renewable fuel of non-biological origin.

The GOV.UK RTFO UK scheme page also confirms that aviation fuel was previously included, but that from 1 January 2025 low-carbon aviation fuel is supported by the separate Sustainable Aviation Fuel Mandate.

Why the 2018 RTFO Regulations Were Important

The 2018 changes to the RTFO were important because they set a much more ambitious course for renewable transport fuels in the UK. They increased the renewable fuel target, introduced a dedicated development fuel target and placed tighter controls on crop-based biofuels.

At the time, the central aim was to double the use of renewable fuels in UK transport over a 15-year period while reducing reliance on imported fossil diesel. The 2018 regulations were also important for the anaerobic digestion sector because they recognised the value of waste-based fuels, including biomethane made from biogas.

The original policy direction was therefore good news for AD plant operators. It created an incentive for upgraded biogas to be used as a renewable transport fuel, especially for heavy goods vehicles, where electrification is more difficult than for cars and light vans.

What Has Changed Since the 2018 RTFO UK Regulations?

The RTFO has continued to develop since 2018. The largest changes are not only numerical changes to the obligation percentages, but also structural changes in what the scheme supports and how it interacts with other low-carbon fuel policies.

1. The RTFO Target Trajectory Has Continued to Rise

The RTFO obligation has not stood still. The Department for Transport’s 2026 RTFO compliance guidance gives the current obligation trajectory as follows:

These percentages are applied to the obligated amount. The guidance also notes that development fuel targets include double counting, so the physical quantity of development fuel supplied is not the same as the certificate-based target percentage.

For the biogas and biomethane sector, the important point is that the long-term policy signal has not disappeared. The UK government is still pushing transport fuel suppliers toward higher volumes of certified low-carbon fuel.

2. The Crop Cap Is Still Being Reduced

One of the most important features of the RTFO UK is the cap on crop-derived biofuels. This cap limits the contribution that biofuels made from crops can make toward a supplier’s obligation.

The current crop cap trajectory is:

This is a crucial policy signal. The UK is not simply asking for more biofuel regardless of source. It is asking for more sustainable low-carbon fuel, while progressively limiting the role of crop-based biofuels that may compete with food, feed or land-use priorities.

That trend supports the logic of using wastes, residues and renewable gases. It is one of the reasons why biomethane from anaerobic digestion remains an attractive transport fuel option, particularly where the feedstocks are food waste, manures, slurries or other organic residues.

3. Aviation Has Moved to the SAF Mandate

One of the biggest structural changes since the 2018 RTFO UK regulations is the treatment of aviation fuel.

The RTFO previously applied to aviation, but from 1 January 2025, low-carbon aviation fuel is supported through the separate UK Sustainable Aviation Fuel Mandate.

The SAF Mandate starts in 2025 at 2% of total UK jet fuel demand. It then rises to 10% in 2030 and 22% in 2040. From 2040, the obligation remains at 22% until there is greater certainty about SAF supply.

This matters for readers of the original 2018 article because aviation was then discussed as one of the transport sectors brought into the RTFO UK. That is no longer the correct way to explain the policy.

Aviation should now be described as part of the UK’s wider low-carbon fuels framework, but no longer treated as a main RTFO-supported sector from 2025 onward.

4. Recycled Carbon Fuels Are Now Supported

A major post-2022 change is the inclusion of recycled carbon fuels, or RCFs, within the low-carbon fuels framework.

Recycled carbon fuels are not renewable fuels in the traditional sense. They are made from fossil-derived wastes that would otherwise be landfilled or incinerated, such as non-recyclable plastic waste or certain industrial waste gases.

The government’s 2024 response on supporting recycled carbon fuels through the RTFO UK explains that RCFs can provide greenhouse gas savings compared with conventional fossil fuels and may be especially useful for sectors that are difficult to electrify.

This change needs to be handled carefully in an article about biofuels. RCFs are not biofuels in the biological sense. However, they now sit beside biofuels, renewable fuels of non-biological origin and other eligible low-carbon fuels in the broader policy framework.

5. Buy-Out Prices Remain a Key Market Signal

The RTFO does not only work by setting targets. It also uses certificate trading and buy-out prices to create a market signal.

Under the 2026 compliance guidance, where a supplier fails to redeem sufficient RTFCs to meet its obligation, it must pay:

• 50 pence per RTFC UK that would otherwise be required to meet the main obligation;
• 80 pence per development fuel RTFC that would otherwise be required to meet the development fuel target.

This matters because buy-out prices influence the value of certificates and the economic case for supplying eligible low-carbon fuels. For developers and investors, the certificate value is one of the revenue factors that can influence whether a biomethane-to-transport project is commercially viable.

6. The Government Is Paying More Attention to Multiple Incentives

Another important development is the government’s concern about multiple incentives. In simple terms, policymakers want to avoid the same fuel or precursor receiving overlapping subsidies in a way that distorts the market.

This is relevant because low-carbon fuels are increasingly traded internationally, and production chains can involve multiple countries, support schemes and certificate systems.

For AD and biomethane projects, the practical point is that operators should not assume that a fuel can receive RTFO UK support if it has already benefited from another renewable energy obligation or support scheme in a way that conflicts with the RTFO rules. Proper evidence, verification and chain-of-custody records are increasingly important.

7. The RTFO UK Statutory Review Confirms the Scheme Is Staying, But Further Reform Is Expected

The 2025 RTFO statutory review and future of the scheme concluded that the RTFO continues to meet its objective of providing significant and growing greenhouse gas savings across surface transport.

However, the review also made clear that more work is coming. The government identified future consultation areas, including:

• future RTFO target trajectories, including options for increased targets;
• support for development fuels;
• possible broadening of the RTFO UK to include fuels produced from nuclear energy, to better align with the SAF Mandate;
• possible broadening of eligible non-road transport uses, including hydrogen fuel cell mobile generators;
• further work on crop eligibility in the SAF Mandate;
• exploration of whether ethanol blending in UK petrol can increase beyond E10.

This means that this updated RTFO article does not imply that the scheme is static. The RTFO UK remains important, and the details are still evolving as the UK tries to decarbonise transport beyond cars and light vans.

Where Does Biomethane Fit Within the RTFO?

Biomethane is one of the most relevant fuels for readers of this site because it can be produced by upgrading biogas from anaerobic digestion. Once upgraded and compressed (Bio-CNG) or liquefied (rLNG), biomethane can be used as a renewable substitute for compressed natural gas or liquefied natural gas in suitable vehicles.

This is particularly important for heavy goods vehicles. Battery-electric trucks are developing quickly, but long-distance HGVs, specialist vehicles and intensive fleet operations can still be difficult to electrify in the short term. Biomethane can therefore provide an immediate and practical route to reducing lifecycle greenhouse gas emissions from heavy transport.

The strongest biomethane opportunities are likely to arise where several conditions come together:

• the biogas is made from genuine wastes or residues;
• the upgrading system can reliably produce transport-grade gas (Bio-CNG see Bennamann‘s vision);
• there is access to a CNG or LNG refuelling route;
• the carbon and sustainability data can be verified;
• the project can qualify for RTFCs without conflicting with other support schemes;
• the end user has a fleet profile suited to renewable gas vehicles.

For existing AD plants, transport biomethane may become more attractive as older electricity subsidy regimes decline. Some plants that were originally developed for power generation may find that upgraded gas for transport, local fuel supply, or other high-value uses becomes part of a future refurbishment strategy.

Why the RTFO UK Matters to Anaerobic Digestion

The RTFO matters to anaerobic digestion because it creates a policy-backed demand for low-carbon transport fuels. Anaerobic digestion can supply one of the most credible fuels in that category: biomethane made from organic waste.

When biogas is upgraded to biomethane, contaminants such as carbon dioxide, hydrogen sulphide, moisture and siloxanes are removed or reduced to specification. The resulting methane-rich gas can then be compressed for use as bio-CNG or liquefied for use as bio-LNG.

The benefits can include:

• Lower lifecycle greenhouse gas emissions when compared with diesel, especially where the feedstock is waste-based.
• Reduced fossil fuel dependence for HGV fleets and other heavy transport users.
• A productive outlet for organic wastes that might otherwise generate methane emissions if poorly managed.
• Additional revenue potential for AD plants able to access the transport fuel market.
• Support for circular economy policy by turning unavoidable organic wastes into useful fuel and natural digestate fertiliser.
• Secure energy free from global cost variations during periods of instability.

However, biomethane transport projects are not simple. They need careful gas cleaning, compression, metering, verification, sustainability reporting and commercial structuring. The RTFO opportunity is real, but it is not a substitute for sound engineering and robust compliance work.

How Much Carbon Saving Is the RTFO UK Delivering?

The final 2024 RTFO statistics show that renewable fuels accounted for 8% of all road and non-road mobile machinery fuel supplied to the UK in 2024, equal to 3,809 million litres equivalent.

The same statistical release reports that greenhouse gas savings excluding indirect land-use change were 7,893 kilotonnes CO2e in 2024. Including indirect land-use change, the saving was 7,645 kilotonnes CO2e. It also reports that average greenhouse gas savings per litre were 80% compared with fossil fuels, excluding indirect land-use change.

These figures show that the RTFO is not a minor administrative scheme. It is already delivering measurable carbon savings, even though transport remains one of the hardest sectors to decarbonise.

Is the UK Moving Away from Biofuels?

The UK is not moving away from all biofuels. It is moving away from over-reliance on crop-based biofuels and toward better-targeted low-carbon fuels.

That distinction is important. Biofuels made from food crops remain controversial because of land use, food security and indirect land-use change concerns. By contrast, waste-derived fuels, biomethane, renewable hydrogen-based fuels and certain advanced fuels are viewed more favourably where they can demonstrate strong greenhouse gas savings and sustainability compliance.

In practice, UK policy is moving in three directions at once:

• Electrification for cars, vans and some shorter-range commercial vehicles.
• Low-carbon liquid and gaseous fuels for heavy transport, specialist vehicles, non-road machinery and other difficult applications.
• Separate aviation fuel policy through the SAF Mandate.

That means biofuels are not disappearing, but the strongest future is likely to be for the most sustainable fuels with the clearest carbon benefit.

What Does This Mean for HGV Operators?

For HGV operators, the RTFO UK helps support the supply of renewable gas and other low-carbon fuels. Biomethane-fuelled HGVs can be especially attractive where fleets operate from depots, return to base, or have access to reliable CNG or LNG refuelling infrastructure.

The main advantages are:

• lower lifecycle carbon emissions compared with diesel;
• potential reduction in exposure to fossil diesel price volatility;
• use of a proven internal combustion engine technology route;
• compatibility with high-mileage heavy-duty fleet operations;
• a practical transition option where full electrification is not yet operationally convenient.

However, HGV operators must consider fuel availability, vehicle capital costs, maintenance arrangements, refuelling infrastructure and the credibility of the biomethane supply chain. It is not enough to say that a vehicle runs on gas. The carbon value depends on verified renewable gas supply and credible sustainability accounting.

What Does This Mean for AD Plant Operators?

For anaerobic digestion plant operators, the RTFO may provide a route to higher-value use of biogas, but only where the project is technically and commercially suitable.

Questions to ask include:

• Is the plant producing enough biogas to justify upgrading and compression?
• Is the gas quality suitable for upgrading to the transport fuel standard?
• Are feedstocks eligible and properly documented?
• Can the project meet RTFO sustainability and verification requirements?
• Is there a nearby fleet or refuelling partner?
• Would existing subsidy arrangements conflict with RTFO certificate claims?
• Is the capital cost justified by the long-term revenue case?

Some AD plants will find that electricity generation remains the simpler option. Others may find that biomethane for grid injection is more attractive. But where there is a strong local transport fuel user, biomethane for HGVs can be a serious option.

RTFO, UK Biomethane and the Post-Subsidy AD Market

Many UK AD plants were developed under earlier renewable electricity support mechanisms. As those support periods mature or decline, plant owners increasingly need to think about the next commercial phase.

That may include:

• refurbishing older AD plants;
• improving gas yields;
• adding biogas upgrading;
• supplying biomethane for transport;
• exporting gas to the grid;
• using local private wire or heat opportunities;
• developing new partnerships with hauliers, local authorities or industrial fuel users.

The RTFO can be part of that future, particularly for biomethane used in transport. It should not be seen as a guaranteed solution for every plant, but it does help create a market for well-documented, sustainable, low-carbon gas.

Frequently Asked Questions

What does RTFO UK stand for?

RTFO UK stands for Renewable Transport Fuel Obligation. It is the UK scheme that requires certain transport fuel suppliers to support the supply of sustainable low-carbon fuels.

What are RTFCs?

RTFCs are Renewable Transport Fuel Certificates. They are issued for eligible low-carbon fuels and can be used by obligated suppliers to meet their RTFO obligation.

Does the RTFO still apply to aviation?

No, not in the same way. The RTFO previously applied to aviation, but from 1 January 2025, low-carbon aviation fuel is supported by the separate UK Sustainable Aviation Fuel Mandate.

What is the SAF Mandate?

The SAF Mandate is the UK Sustainable Aviation Fuel Mandate. It requires an increasing share of sustainable aviation fuel in the UK jet fuel mix, starting at 2% in 2025, rising to 10% in 2030 and 22% in 2040.

Is biomethane eligible under the RTFO?

Biomethane can be eligible where it meets the relevant RTFO UK rules, sustainability criteria, verification requirements and end-use requirements. It is particularly relevant for HGVs and other transport uses where electrification may be difficult.

What is the crop cap?

The crop cap limits the amount of crop-derived biofuel that can be used to meet a supplier’s RTFO obligation. It is designed to reduce the risk that transport fuel policy encourages excessive use of crops that could otherwise be used for food or feed.

What are recycled carbon fuels?

Recycled carbon fuels are fuels made from fossil-derived wastes that would otherwise be landfilled or incinerated, such as non-recyclable plastic waste or certain industrial waste gases. They are not renewable biofuels, but they can form part of the low-carbon fuel policy framework where they meet the required criteria.

Does the RTFO UK favour waste-based fuels?

Yes, the structure of the RTFO is designed to encourage more sustainable fuels, including certain wastes and residues, while limiting the contribution from crop-based biofuels.

Can an AD plant claim RTFCs and also receive other subsidies?

This depends on the specific support arrangements and how the fuel is produced and supplied. The RTFO rules include restrictions designed to prevent inappropriate multiple incentives. AD operators should obtain specialist advice before assuming that RTFCs can be claimed alongside other support.

Is bio-CNG the same as biomethane?

Bio-CNG is compressed biomethane used as vehicle fuel. Biomethane is the upgraded gas produced from biogas after carbon dioxide and contaminants have been removed to the required standard.

Conclusion: The RTFO UK Has Become Broader, More Technical and More Important

The UK’s biofuel targets have changed significantly since the 2018 RTFO regulations. The policy is no longer just about blending more biofuel into petrol and diesel. It is now about supporting a wider range of verified low-carbon transport fuels while reducing dependence on crop-derived biofuels.

For the anaerobic digestion sector, the opportunity remains significant. Biomethane from AD can provide a practical low-carbon fuel for HGVs and other hard-to-electrify transport uses. But the opportunity sits within a more demanding compliance environment, where sustainability evidence, verification and interaction with other support schemes all matter.

The best way to summarise the current position is this: the RTFO remains a key UK mechanism for decarbonising surface transport, but its future is increasingly focused on waste-derived, advanced and carefully verified low-carbon fuels.

Sources and Further Reading

1. GOV.UK: Renewable Transport Fuel Obligation (RTFO) scheme
2. GOV.UK: RTFO compliance guidance
3. Department for Transport: RTFO Compliance Guidance 2026 PDF
4. GOV.UK: Sustainable Aviation Fuel (SAF) Mandate
5. GOV.UK: Supporting Recycled Carbon Fuels through the RTFO, government response
6. GOV.UK: RTFO statutory review and future of the scheme
7. GOV.UK: Renewable Transport Fuel Obligation statistics 2024 final report

The following is previously published content that's still relevant today:

Where do biofuels come from?

In terms of biofuel production, Britain only consumes 2% of the total global output. The British market is made up of almost three-quarters of imports of biofuel. The biggest suppliers of UK biofuel are the USA, the Netherlands, France, Spain and Belgium.

Rotterdam is Europe's major port for biodiesels and ethanol; the Netherlands supplies most of it to Europe. The distance of transport of feedstocks and biofuels can work against decarbonisation goals and increase the total emissions from the vehicles which use it.

What is the Source of Biofuels?

A biofuel is a renewable energy source produced from:

• An alcohol-derived biofuel produced from starch and sugar crops like wheat and sugar cane that is mixed with gasoline in automobile engines.
• The output from biogas plants, when used as a compressed natural gas substitute to fuel vehicles
• In the future, a variety of chemical process biofuels is planned to manufacture biofuels from organic wastes, and several forms of plastic waste.

Biodiesel is a petroleum-based biofuel produced mainly from vegetable fats, namely rapeseed and soy and blended with standard diesel. Hydro-treated Vegetable Oil (HVO) is a biodiesel product from vegetable oils derived from methanol or hydrogen instead of methanol as in some biodiesel.

Biofuel Production for Transport Fuels

Over sixty countries are currently planning on using biofuel as fuel in a fuel mix that will include renewables in its fuel pool. The statistics for biofuel demand have been highly variable over the past decade. The most volatility was seen during the COVID pandemic. Now (in 2022), demand is high again, and production is rising as a result.

The IEA argues that the biofuel industry will be the largest contributor to the transportation energy supply by 2050 at around 37%. However, the report says that the growth in biofuels will only happen if the biotech industry is pursuing risk-based strategies for carbon-reducing activities.

EU Directives for Road Transport Fuel and Targets

The Directives specify a lifetime methodology for calculating greenhouse gas emissions from biofuel production (described in Article 7d(1) and Annex IV of the Renewable Energy Directive).

The European Commission has computed default emissions for several biofuel production pathways using the technique. Regulated organisations reporting biofuel under the Directives may report the default carbon intensity to the Member States without giving any extra information. The Directives also include emission values that are, on average, lower than the default.

To meet future targets in the transport sector, tighter policies will be needed especially for passenger cars, which account for 61% of road transport emissions.

The proposed reduction target for the transport sector is 13%  2030. By then, diesel demand should be 10% below its 2020 levels, and bioethanol should be down by 5%.

The rest of this article was originally published in April 2018:

It will require the larger fuel companies to nearly triple the amount of renewable fuel they supply by 2032.

This includes, for the first time, a new incentive for the production of fuels from waste, and brings in new transportation sectors, such as aviation.

What do the New UK Biofuel Targets for Road Transport Fuel have to do with Anaerobic Digestion?

The government is aiming to:

• double the use of renewables in the UK transport sector by 2020,
• promote advanced biofuels from waste for use in sectors such as aviation, and
• reduce the country’s reliance on imported biodiesel.

Changes to the Renewable Transport Fuel Obligation (RTFO) will compel distributors of transport fuel that supply at least 450,000 litres a year to sell more renewable fuel, and much of this can be biomethane as Renewable Compressed Natural Gas (RNG), from biogas plants.

The anaerobic digestion industry is the prime source from which this fuel can be made because the amount of transport fuel to be produced as biodiesel from food-type crops under the new RTFO Scheme is being reduced.

The new renewable fuel targets will rise from 4.75% currently to 7.25% by the end of the year, 9.75% by 2020 and 12.4% in 2032.

In addition, the UK’s Department of Transport (DfT) said it wants the transport sector to cut greenhouse gas emissions by 6% by 2020. While many will do this by the further improved fuel efficiency of new transport vehicle engines, Anaerobic Digestion is also well-placed to satisfy this requirement.

The regulations also set an additional target for advanced waste-based renewable fuels that starts at 0.1% in 2019 and increases to 2.8% by 2032. Again, most AD plants produce “waste-based” biogas already.

New biofuel targets go into effect in UK – April 2018

In the United Kingdom, British biofuel targets that took effect over the weekend “will double the use of renewable fuels in the UK transport sector in 15 years and reduce reliance on imported diesel,” the government told Reuters. The new targets demand transport fuel suppliers that sell at least 450,000 litres a year or more to require the mix to be at least 12.4% biofuel by 2032. The changes will “increase the biofuels volume target to 9.75%t in 2020 and 12.4 percent in 3032 from the current 4.75%,” according to Reuters.

“The changes we are introducing will double our carbon emissions savings from the RTFO scheme by doubling the use of renewable fuels and reducing reliance on imported fossil diesel,” British transport minister Jesse Norman told Reuters. “This will deliver emissions savings equal to taking hundreds of thousands of cars off the road,” via new RTFO targets in the UK

Britain says new biofuel targets will reduce diesel reliance

British biofuel targets coming into force this weekend will double the use of renewable fuels in the UK transport sector in 15 years and reduce reliance on imported diesel, the government said on Friday.

The industry supplies fuel to transport companies such as haulage businesses and airlines. And. the changes will also reward and support the production of sustainable renewable aviation fuels in Britain. via BritainsNewTargetstoreducediesel

An initial cap of 4% crop-based biofuels is set for 2018. The cap is reduced annually from 2021 to reach 3% in 2026 and 2% in 2032.

In addition, the regulations bring renewable aviation fuels and renewable fuels of non-biological origin into the scheme.

The U.K. government is also challenging the sector to reduce greenhouse gas (GHG) emissions by 6% by 2020. That reduction, when coupled with the RTFO changes, is expected to support the U.K.’s low-carbon fuel industry while helping to make its transport sector more sustainable.

“This is an exciting time for renewable transport,”

said Nina Skorupska, chief executive of the REA.

“These new regulations will fire the starting gun on the U.K.’s development of novel fuels for aviation and other forms of transport which are hard to decarbonise, and build on our leadership position in the production of renewable fuels for road transport.”

“The prospects are great for increasing the amount of renewable gas used for fueling heavy goods vehicles,” added John Baldwin, chair of REA’s Biogas Group. “Running these HGVs on green gas reduces carbon emissions by almost 90%, plus it reduces particulates, NOx and noise.

“Fleet operators such as Waitrose and Asda are already converting to renewable gas, their drivers love the new vehicles, and these regulations will encourage more fleets to do so in the future,” Baldwin added. via UK biofuel targetseffective April 15 2018