We’re about six weeks out from the North American SAF Conference &amp; Expo, and there has perhaps never been a more critical time for industry stakeholders to convene for discussions regarding what has transpired thus far under the Trump administration. As Steve Csonka, executive director of the Commercial Aviation Alternative Fuels Initiative recently said, there has been a mix of good and not-so-good news, but certainly a lot of activity. “We continued to see investment, offtake, commercialization announcements, engagement from new producers, news regarding efforts in the industry to roll back SAF activities, and what it takes to continue to move forward,” he said. CAAFI is SAF Magazine’s partner in producing the conference, and together, we’ve put together a compelling agenda. You won’t want to miss it if you have a vested interest in the U.S. SAF industry.On that note, one of the event’s general session panels will feature Minnesota SAF Hub representatives who will discuss progress made on the initiative thus far. For this issue of SAF Magazine, association editor Katie Schroeder caught up with Peter Frosch, executive director of Greater MSP, to chat about what the hub has accomplished to date, challenges it has encountered, lessons learned as well as near- and long-term goals. We’ve been following the hub’s progress since it was announced at the North American SAF Conference &amp; Expo two years ago—learn about what’s happened since then by reading our page-18 feature, “Readying the Runway.”&nbsp;Another highlight of this issue is "Building Out for Business Aviation" on page 14, by contributing writer Keith Loria, which explores why business aviation is looking at SAF as a key means of reaching carbon reduction and sustainability goals. Just talking potential alone, according to U.S. EIA data, the United States used approximately 18 billion gallons of jet fuel in 2024, of which approximately 1.6 billion was from business aviation. While the U.S.' SAF supply has a long way to go to meet goals, progress could be accelerated by increasing demand, and much of the business aviation space is just as committed to sustainability goals as commercial airlines are. Larry Schafer, a veteran SAF policy expert and a member of the Business Aviation Coalition for Sustainable Aviation Fuel told Loria, “As the industry continues to grow SAF production, it could realistically reach 1 billion gallons of supply by 2030. Many airlines, including business aviation operations, have set a goal of 50% SAF by 2050.”As for our expert contributor articles, they focus on a range of topics including the potential implications of 45Z changes under the One Big Beautiful Bill Act, expanding feedstock utilization through pathways beyond HEFA, the ins and outs of coprocessing, and much more. &nbsp;While there has been some uncertainty for SAF this year, it’s important to remember that true progress is rarely linear. Where there is a will like this industry has, there are most certainly ways.Hope to see you in Minneapolis, Sept. 22-24, at the North American SAF Conference &amp; Expo.Author: Anna Simet&nbsp; Director of Content/Senior Editor, SAF Magazine

2025-09-02 - Progress is Rarely Linear (SAF Magazine)

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Progress is Rarely Linear

The aviation industry contributes approximately 2% to global greenhouse gas emissions and is recognized as a hard-to-abate sector. It faces increasing pressure to decarbonize because without action, it risks becoming a significant contributor to global greenhouse gas emissions. Sustainable aviation fuel (SAF) is viewed by many countries and the aviation industry itself as one solution to this challenge, offering a viable alternative to conventional jet fuel that can significantly reduce the industry's carbon footprint. But what are the technical challenges and economic projections in scaling SAF production?A Breakthrough for SAF&nbsp; A new process, originally invented by Virent and further developed in collaboration with Johnson Matthey, addresses one of the key limitations of most synthetic SAF blendstocks: their lack of aromatics. The breakthrough is particularly significant, as aromatics influence the physical properties of today’s jet fuel—they lower the freeze point, enhance lubricity and interact with polymer seals within aircraft fuel systems. The BioForming S2A process converts plant-derived sugars into aromatic hydrocarbons to produce SAK (synthesized aromatic kerosene), a biobased aromatic component. SAK enables the creation of 100% SAF blends that can be designed to meet today’s aviation fuel standards without requiring modifications to existing aircraft or fueling infrastructure. This approach was demonstrated with the first commercial trans-Atlantic flight using drop-in 100% SAF, by Virgin Atlantic in November 2023.Moreover, blending SAK can also offer significant environmental benefits compared to fossil jet fuel. Analysis of the fuel used for Virgin Atlantic’s Flight 100 showed that the use of 100% SAF can reduce particulate emissions by 40%, in part due to cleaner-burning biobased aromatics in the SAK. Furthermore, the ability to use a range of feedstocks for SAK production adds to its environmental and operational appeal.Fischer-Tropsch’s Role in SAF&nbsp;&nbsp; Fischer-Tropsch, a process that converts carbon monoxide and hydrogen into synthetic hydrocarbons, has long been recognized for its potential for producing synthetic fuels. One of the major advantages of the FT process is its feedstock flexibility. Unlike traditional jet fuel production, which relies heavily on fossil-derived resources, the FT process uses syngas that can be derived from a diverse range of feedstocks, including biomass, municipal solid waste and even captured carbon dioxide, when combined with hydrogen. This diversity allows the FT process to adapt to different regional resources. By utilizing waste materials and biomass residues for syngas production, the FT process can also support waste management by turning waste into valuable fuel.Feedstock versatility also makes countries deploying the FT process more resilient to supply chain disruptions and feedstock price volatility, as they are not tied to a single raw material. This resilience is particularly important as the world seeks to scale SAF production to meet global demand while minimizing environmental impact.Enhancing FT and Scaling SAF&nbsp; The latest advancements in FT technology have enhanced the process by increasing the efficiency and scalability of SAF production with technology that is more compact and modular, making it suitable for integration into various production environments. The adoption of this flexible FT process is expected to play a pivotal role in the future of SAF production. For instance, DG Fuels has chosen FT CANS—developed by Johnson Matthey in partnership with bp—for its first SAF plant, a $4 billion project in St. James Parish, Louisiana, that plans to utilize locally available sugar cane waste as its primary feedstock. DG Fuels has already announced another SAF project in Nebraska and has plans for many more throughout the U.S. and beyond. These are expected to follow the same blueprint as the Louisiana plant, highlighting the potential for large-scale SAF production.Despite technological advancements, scaling SAF production to meet global aviation demand remains a formidable challenge. Economically, the transition to SAF is driven by both regulatory pressures (to drive demand) and market incentives (to help bridge the cost premium to produce SAF). The International Air Transport Association has set ambitious targets for reducing net aviation emissions, which include the widespread adoption of SAF. However, the cost of SAF is currently higher than that of conventional jet fuel. Moving closer to cost parity with conventional fuels will require investments in technology and infrastructure, as well as supportive policy frameworks that incentivize SAF production and adoption.One major obstacle is ensuring the consistent supply of sustainable feedstock. By using the FT pathway, SAF production can utilize different types of feedstocks, such as agricultural or forestry residues, municipal solid waste or even captured carbon dioxide and clean hydrogen, which vary in abundance by region. This adaptability is crucial for ensuring a resilient supply chain.The path to decarbonizing aviation through SAF is acknowledged by key stakeholders around the world like IATA, but it is not without challenges. The development of production technologies is a critical step toward making SAF a mainstream alternative to fossil-based jet fuels.Author: Paul Ticehurst&nbsp; Managing Director for HyCOgen and FT Liquids&nbsp;&nbsp; Johnson Matthey&nbsp; &nbsp;

2025-09-02 - Scaling SAF: Technological and Economic Perspectives (SAF Magazine)

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The development of production technologies is a critical step toward making SAF a mainstream alternative to fossil-based jet fuels.

Scaling SAF: Technological and Economic Perspectives

The shift toward sustainable aviation fuel (SAF) represents a fundamental, long-term transformation driven by a number of factors, including international climate mandates that are rewriting the rules of global aviation. As a result, American airlines and airports will increasingly need to adopt SAF to remain compliant with international emissions standards.&nbsp;Including a mix of shared ownership models such as NetJets, charter operations, private ownership and corporate aircraft, business aviation is a growing SAF bright spot. “SAF production and usage provides an immense opportunity for low-carbon fuel suppliers, feedstock producers and business aviation consumers to work together to continue to grow a new domestic energy industry that will fill the fuel tanks of global business and commercial aircraft,” says Scott Lewis, president of World Energy Services, a Worcester, Massachusetts-based company known for its cutting-edge energy solutions and SAF policy expertise.&nbsp;According to U.S. EIA data, in 2024, the United States used approximately 18 billion gallons of jet fuel, of which approximately 1.6 billion was consumed by business aviation. Globally, private and commercial aircraft used a total of more than 100 billion gallons. By comparison, in 2024, according to U.S. EPA renewable identification number (RIN) generation data, fuel distributors in the U.S. used approximately 112 million gallons of SAF, and that number is expected to double, according to the National Business Aviation Association. &nbsp;“There are four domestic and one international biofuel refineries that produce SAF used in the United States and a half a dozen more in the planning stages,” says Larry Schafer, a veteran SAF policy expert and a member of the Business Aviation Coalition for Sustainable Aviation Fuel. “As the industry continues to grow SAF production, it could realistically reach 1 billion gallons of supply by 2030. Many airlines, including business aviation operations, have set a goal of 50% SAF by 2050.”The distribution system for SAF is similar to that for jet fuel, in that SAF producers ship their SAF to a terminal where it is blended with jet fuel. “Ideally, the SAF is blended into the supply chain close to where it’s produced, to minimize costs and emissions associated with transporting the sustainable fuel long distances,” Lewis says. “For example, World Energy-produced SAF is typically delivered a short distance from the refinery to a distribution terminal near LAX, to be blended with petroleum-based jet fuel, and then moved into the fuel distribution system at LAX and other nearby airports—Long Beach and others—and used by nearly every airline, both commercial and business.”&nbsp;Gilbert Michaud, PhD and assistant professor of environmental policy at the school of environmental sustainability at Loyola University Chicago, says SAF is gaining momentum as a strategy for businesses to reduce emissions and meet climate targets while still flying. “While supply remains a big challenge, we’re seeing an uptick of SAF purchasing agreements by big companies such as Microsoft,” he says. “Additional policy support via tax credits, research and development funding, etc., would help SAF take off even more. It’s one of the few tools to reduce flight emissions today, and it’s a scalable near-term option.”Nearly 90% of senior executives at major U.S. companies that use private aviation expect SAF use in the sector to grow over the next five years, according to a recent Airbus Corporate Jets study. More than half—56%—anticipate a significant increase. Airbus itself is ramping up SAF use across its operations, aiming for it to comprise 30% of its global fuel mix by 2030.Avfuel Making a Difference&nbsp;&nbsp; Avfuel, a global supplier of aviation fuels, plays a crucial role in this initiative by providing a reliable supply of SAF to an expanding network of airports and FBOs worldwide. Keith Sawyer, Avfuel’s manager of alternative fuels, continues to see growing interest in SAF supply, though the rate of growth has stabilized from the rapid trajectory the industry saw over the past couple of years.&nbsp;In the United States, the company services facilities including Hillsboro Aviation, ACI Jet, Million Air Burbank, Monterey Jet Center, Del Monte Aviation, Sonoma Jet Center, Telluride Regional Airport, Truckee Tahoe Airport District and Atlantic Aviation. “We let our customers’ needs drive our decisions [on locations],” Sawyer says. “We have meaningful conversations with interested customers regarding airfield demand and product accessibility. Where SAF is a viable option, we work with them to establish a supply and then continue to work with them on marketing the product and the Avfuel SAF Network overall.”Many of its SAF locations are tied to well-known FBOs, which Sawyer notes normalize SAF use by making it more accessible and integrating it into their everyday operations. This also requires an extensive amount of educational effort. “We have 57 locations and counting that provide SAF to general aviation customers on a consistent basis,” he says. “Each one of them is helping take SAF from the concept it was to the reality that it is—each one of them is a trusted brand in its own right, with a loyal customer base that is interested in SAF’s use.”Over the years, Avfuel has partnered with major producers including Neste and Valero Marketing and Supply Company, which have become critical to scaling SAF production and availability for business aviation operations. “First and foremost, the agreements provide Avfuel—as the fuel supplying entity—with product to distribute to FBOs, airports, OEMs and corporate flight departments,” Sawyer says. “The benefit to producers is demand stability. We’re able to provide them with supply commitments.”Additionally, Avfuel supports SAF adoption through a book-and-claim program, enabling operators to enjoy the environmental benefits of SAF, even when it isn't physically supplied at their specific location. “Book and claim has become an important pillar of SAF adoption,” Sawyer says. “While the fuel continues to expand geographically, our book-and-claim model allows those in areas without molecule access to support SAF adoption and realize the sustainability benefits of its use for their own goals. Furthermore, as pipeline integration of SAF becomes more mainstream, so will models that prioritize the sale of SAF attributes—the environmental benefit of SAF—over managing what tanks the molecules are uplifted into.”&nbsp;To help operators understand book and claim’s place in sustainability efforts and how it works alongside both SAF molecule purchases and carbon offsetting, Avfuel developed AvfuelZero, a sustainability consultancy arm that helps customers assess their emissions, set reduction goals, reduce emissions, audit their efforts and report on progress.&nbsp;Avfuel’s sustainability team continues to work with producers to establish new supply points and FBOs/airports to integrate the fuel into their product lines. In late July, the company announced its latest SAF supply terminal in Denver. The first of its kind, the terminal establishes a critical supply point for the Central U.S. Prior to this location, SAF supply points were constrained to coastal states: California, Texas, Florida and New Jersey. Avfuel is also actively expanding its SAF supply capabilities across the United Kingdom and European Union, which is supported by SAF mandates in the region.Challenges to Overcome&nbsp;&nbsp; Justin Goldsberry, CEO and founder of Goldsberry Management Group and business travel ambassador with SAP Concur, notes that demand for SAF has become a juggernaut in recent years—but supply hasn’t kept pace. “Plenty of operators are ready to move forward, but access remains uneven, limited and nowhere near ready to scale,” he says. “Even with more than 600 million liters produced globally last year, SAF still makes up less than 1% of all jet fuel, according to the International Air Transport Association. That kind of gap makes it incredibly difficult to hit internal benchmarks or follow through on public climate promises. For companies that have already gone on record with their goals, it’s a very tough position to be in.”Cost remains the biggest issue, as the U.S. Department of Energy reveals SAF currently costs two to 10 times more than fossil jet fuel, and many airports do not have SAF storage facilities. That’s why SAF supply remains concentrated at a few major airports. Incentives at the state and federal levels in the U.S (the 45Z Clean Fuel Production Credit, California’s Low Carbon Fuel Standard, Minnesota’s SAF tax credit, etc.) can help alleviate some of the price pressure to spur both production and demand.Another challenge is supportive long-term government policy, according to Schafer, who notes that new plants with new technologies have unique challenges that are more complex than those faced by historical petroleum refineries that produce jet fuel. “We still need supply to scale up and costs to come down, but policy support through tax incentives can really help this sector gain momentum,” he says. “Governmental procurement targets could also help increase production and use.”Another of the main barriers is basic education on the product. Sawyer says there are still many in the industry who don’t fully understand SAF—how it’s made, its benefits, its track record of safety, its availability and where to find it. “Our team works extensively each day to provide educational resources and opportunities to demystify SAF,” he says. “This includes active participation on industry committees, giving presentations and participating on panels, creating marketing and sales assets, working with the media and more.”Alex Mattos, CEO of i6, a global leader in fueling operations for airlines, notes mandates like the EU’s ReFuelEU Aviation regulation impacts SAF adoption and traceability in business aviation. “We’re seeing real regulatory momentum abroad,” he says. “The EU’s ReFuelEU Aviation regulation mandates that airlines use a certain percentage of SAF, and similar policies exist in places like the U.K. and Norway. These mandates place responsibility on fuel suppliers and have real enforcement mechanisms, like surcharges for noncompliance. The U.S. could benefit from this kind of clarity. Right now, it’s a fragmented landscape, and it’s slowing adoption.”Looking Ahead&nbsp; Business aviation is making strides in SAF adoption in order to reach its aggressive goal of net-zero emissions by 2050. Increased funding through grants and tax credits may accelerate research and development of new SAF feedstocks and production technologies, enhancing efficiency and reducing costs. This could also lead to advancements in alternative feedstocks, potentially doubling production efficiency by 2030. “We continue to invest in new fuel technologies, like AIRCO’s e-SAF, or power-to-liquid, technology, and Alder Renewables’ production process that uses woody biomass to create SAF,” Sawyer says. “In order for business aviation to reach its goal of net-zero emissions by 2050, SAF production will need to significantly scale. This will require feedstock diversification.”With domestic SAF production targeted at 3 billion gallons annually by 2030—a 130-fold increase from current production—and 100% SAF by 2050 (35 billion gallons per year), discretionary grants from the FAA, along with significant investments in airport infrastructure for SAF distribution and storage, are key factors driving this growth, according to a recent report by Bracewell. An international law firm and member of the SAF Coalition, Bracewell notes that discretionary grants from the FAA, along with significant investments in airport infrastructure for SAF distribution and storage, are key factors driving this growth. These advancements are expected to improve supply chain efficiency and logistics, enabling broader SAF availability at major airports by 2025. “While business aviation only uplifts 3 to 4% of the United States’ jet fuel, it’s uplifting 10 to 11% of the country’s SAF, outpacing other aviation segments proportionately,” Sawyer says. “Throughout aviation’s history, business aviation has often been the first to adopt new technologies and innovations—what works in business aviation is often scaled to other larger sectors. This segment has some semblance of greater flexibility. That has truly helped business aviation lead the way in SAF adoption.” Author: Keith Loria&nbsp; Contributing Writer, SAF Magazine

2025-09-02 - Building Out for Business Aviation (SAF Magazine)

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Business aviation is looking at SAF as a key means of reaching carbon reduction and sustainability goals.

Building Out for Business Aviation

How do you build an industry from the ground up? A coalition in Minnesota is building the framework necessary to make the state a leader in the SAF industry across the board, developing logistics and supply chains, leveraging every possible feedstock and securing private and public support for the industry.&nbsp;The Minnesota SAF Hub, a project run by the Greater MSP Partnership, is finding the solution. Peter Frosch, president and CEO of Greater MSP Partnership, calls the effort a “moonshot.” The MN SAF Hub works together around solving one problem: developing a thriving SAF ecosystem. Because of the industry’s nascent state, there are many connections that must be made in order to find solutions, and the SAF Hub is dedicated to bringing the right groups together to move the industry forward.&nbsp;In the organization’s two years of existence, its members have helped bring about a state tax credit for SAF, gotten a privately funded blending facility’s construction underway, fostered bipartisan support for SAF and encouraged the development of a newly announced SAF production facility in northwestern Minnesota from technology company, DG Fuels.&nbsp;Building the SAF Hub allows Minnesota to serve as a template for other states looking to develop a similar industry. The state's favorable policy environment allows producers to discover what technologies and feedstocks work best for SAF production, then expand beyond the state’s borders, explains Julia Silvis, managing director of the Minnesota SAF Hub. "We'd love them to stay in Minnesota, and potentially scale up in surrounding states as well," she says.Inciting Innovation&nbsp; The organization was born out of a conversation with an airline. Delta representatives outlined the importance of SAF as the only near-term viable path forward for decarbonizing aviation in conversations with Greater MSP. Delta had not seen any at-scale efforts to develop a SAF industry anywhere in the world. Frosch explains, “They were looking for new approaches that might be able to deliver a large volume of low-carbon, affordable SAF.” Because the Twin Cities area in Minnesota is home to Delta Airlines’ second-largest hub, Minneapolis-Saint Paul International Airport, the location offered a unique opportunity. Appropriately, Greater MSP developed the Minnesota SAF Hub.&nbsp;Delta recognized that Minnesota’s unique characteristics make it the perfect hotbed for the ideas and innovation needed to solve this complex problem. Frosch explains that Greater MSP examined the viability of the project beforehand and determined with the research capabilities provided by the University of Minnesota, corporate funding found in large corporations located in the Twin Cities area, fuel demand driven by MSP Airport, the variety of low-carbon feedstock options available, as well as the state’s legacy in the biofuels industry and prolific production—over 1 billion gallons each year—of ethanol, Minnesota could indeed become a powerhouse in the SAF industry.&nbsp;Frosch explains that the SAF Hub views this problem solving with 10-, 15- and 20-year goals in mind. “No industry is going to be built in 12 months,” he says. "Once this exists, a lot of people will want to participate in the market. Right now, those entities and leaders that are part of the SAF Hub are the builders. We are looking for builders who see the long term strategic value [of SAF].”Horizons: Present and Future&nbsp; The primary goal identified by the SAF Hub coalition is to develop enough SAF capacity in Minnesota to fully supply the MSP airport, and then make enough for sale in other states and countries. Horizon One of this goal is to get SAF flowing into MSP, which means building the industrial blending infrastructure required to mix SAF with conventional jet fuel. “Right now, there is a blending facility under construction near the airport at Flint Hills Resources, which is the refinery that currently provides all of the fuel to the airport,” Frosch says. This first horizon stands within reach.&nbsp;Horizon Two aims to produce large volumes of SAF in Minnesota. First steps are being taken on this goal as well, with the announcement of DG Fuels’ Moorhead, Minnesota, facility in 2024. Financial support structures have also been built, helping producers gain the funding needed to price their fuel competitively. Minnesota’s state SAF tax credit, which came into effect on July 1, 2024, offers a $1.50 per gallon incentive for biomass-derived SAF that achieves at least a 50% reduction in lifecycle greenhouse gas emissions.The third horizon being targeted by the coalition is “dramatically” increasing production in the state and pushing down the fuel’s carbon score and price. In order to pursue this goal, Frosch explains, the group would like to see a fuels testing lab built in Minnesota that focuses on the validation, chemistry and testing demanded to foster a SAF industry that utilizes a variety of feedstocks. This asset could help producers and airlines understand the carbon intensity scores, analyze feedstocks and assess fuel specifications to improve production and performance.&nbsp;Frosch emphasizes that the coalition is not about picking any specific technology, but rather, creating an environment in which any producer can flourish. “We anticipate that in the 2030s, Minnesota will be making SAF out of agricultural waste, wood waste, green hydrogen, corn, CO2 and possibly novel crops that have been developed in Minnesota like winter camelina,” he says. “There are more than eight ways to make SAF out of feedstocks in Minnesota. So, the question is, what comes first? And that’s what we’re really focused on this year, working very intensively with a handful of potential producers to get to that next announcement.”Producer Partnership&nbsp; The first publicly announced project in Minnesota is DG Fuels’ SAF facility, which will be located in Moorhead, Minnesota. The facility will use pelletized agricultural waste, including corn stover, as its feedstock. Mike Darcy, CEO and founder of DG Fuels, says the organization demonstrates the state’s interest in making SAF a reality.The Moorhead facility is one of DG Fuels’ three main SAF projects, with the two others planned for Louisiana and Nebraska. Each facility uses the same technology process: Fischer Tropsch. This process utilizes hydrogen and gasified carbon to make long-chain hydrocarbons, such as diesel, gasoline and jet fuel. Darcy’s company started exploring uses for this technology when developing commercial-military, dual-use cruise ships in cooperation with the U.S. Navy.&nbsp;Darcy emphasizes that transportation logistics are vital for SAF facilities because ASTM standards require SAF to be blended with conventional jet fuel 50/50. The Hub’s attention to detail, considering how the SAF would get from the production facility to the blending facility, provided Darcy with answers—the company is able to transport the SAF to the blending facility via rail.When the $5 billion facility is built, it will produce 193 MMgy of SAF and add 650 jobs to the area. Construction of the facility is expected to begin in 2028 and start operations in 2032. “Minnesota SAF Hub has been very helpful in a lot of different ways in getting a project moving along in Minnesota,” Darcy says.Driving Demand&nbsp; With the goal of fostering the MSP Airport’s entire SAF volume needs within Minnesota, the SAF Hub recognizes the need to develop the demand required to make those projects feasible. One such solution is the “demand consortium,” explains Silvis. Made up of private companies including Delta, Ecolab, Deloitte, Bank of America and others, the consortium has pooled capital and agreed to purchase 5 million gallons per year for three years once SAF is available at the MSP International Airport, totaling 15 million gallons overall.“They each have different amounts that they’re purchasing based on their own sustainability goals, where they want to be and how much they travel,” Silvis says. “The idea with that was to demonstrate to producers that there is a stable demand for SAF out of MSP Airport and provide that certainty.”Ultimately, Greater MSP plans to foster a total volume of over 1 billion gallons of SAF. Working with over 50 partners, the coalition confronts the challenges and risks to reap the final reward of a thriving SAF industry. Silvis explains that addressing the SAF industry’s challenges is a critical step in the clean energy transition, providing opportunities for the industry to utilize other low-carbon fuel sources—such as RNG or solar energy—and drive down its carbon intensity.&nbsp;“We’re standing with partners in all aspects of this effort, ready, listening, learning and then capturing the challenges that are coming off the real-world effort,” Frosch adds. “It’s moving very quickly, and we are learning very fast.” Author: Katie Schroeder&nbsp; Associate Editor, SAF Magazine&nbsp;&nbsp; katie.schroeder@bbiinternational.com

2025-09-02 - Readying the Runway (SAF Magazine)

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Getting sustainable aviation fuel airborne requires not only technological innovation, but also coordinated problem-solving. SAF Magazine checks in on the progress made on the Minnesota SAF Hub.

Readying the Runway

On June 9-11, industry experts in sustainable aviation fuel (SAF), renewable diesel and biodiesel convened in Omaha, Nebraska, for the 2025 Sustainable Fuels Summit. &nbsp;SFS’s nine breakout panels across the three-day conference explored various angles within the SAF conversation, focusing on policy shifts, technological progress, the potential of various feedstocks, market growth and more, one month prior to the One Big Beautiful Bill Act's landing on President Trump’s desk.A Case for Used Cooking Oil&nbsp; During panel “Exploring Market Trends and Feedstock Opportunities in Biofuels,” Mariajose Parra, U.S. biofuels senior market reporter at S&amp;P Global Commodity Insights, focused her sights on used cooking oil (UCO) in her presentation, “Used Cooking Oil: Market Insights, Pricing Trends, and Opportunities in Biofuels.”Vegetable oil and fats for food use, Parra explained, have three major outlets: households, at 35%; restaurants, at 35%; and food processors, at 30%. “[For] these last two, it’s easier to collect UCO because of the volume per location,” she said. Restaurants contribute 30% of the collected UCO, and food processors contribute another 60%.&nbsp;Leading the UCO exportation charge are China, Malaysia, Indonesia and Canada, Parra said. China and Indonesia are currently trying to shift that focus to domestic usage. “China, in December 2024, terminated the export tax rebate, which was 13%. And in Indonesia, there’s a limitation on the UCO exports because they want to reach their B40 mandate,” she explained.&nbsp;In the U.S., Parra acknowledged the overwhelming uncertainty surrounding policy and tariffs. “In 2024, we had the [biodiesel] Blender’s Tax Credit that was $1 per gallon, no matter the carbon intensity (CI). It ended in December, and we saw this huge drop [in incentive amounts] in January because of the change to the Clean Fuel Production Credit.”May 2025 brought the Trump Administration’s One Big Beautiful Bill Act and its proposed changes to the 45Z draft through the House of Representatives, as well as the transition to the CFPC. Key changes included the 45Z credit’s extension to 2031, the exclusion of indirect land use change (ILUC) into the calculation of lifecycle emissions of eligible fuels, and the decision that only North American feedstocks are eligible for the credit stack. ILUC’s exclusion holds the potential to raise the 45Z credit from 15 cents per gallon to 50 cents per gallon, incentivizing vegetable oil use for renewable diesel and SAF.As for renewable volume obligations (RVOs) under the RFS, Parra stressed the challenges involved in meeting RVOs without imported feedstocks. “Even with 5 billion gallons, the amount of feedstock we’re going to need for that is around 40 billion pounds," she said. “And we can’t do that just with domestic feedstock—we also need the imports.” The need for imports is further stressed by the steep decline in China-to-U.S. UCO imports in the past year. In the first quarter of last year, 47% of China’s total UCO exports went to the U.S. and 23% to Europe; this year, those percentages have reversed.Hindsight is 20/20, and with the passing of the Big Beautiful Bill, including the extension of the 45Z credit, the exclusion of the ILUC and the shift from SAF’s $1.75-per-gallon credit to $1 per gallon with an emphasis on domestic feedstock, U.S.-derived UCO is looking promising.Strategies for SAF&nbsp; Project Director with the Commercial Aviation Alternative Fuels Initiative (CAAFI) Timothy Hughes presented during a later panel titled “Strategies for SAF Market Growth, Investment and Deployment.” His presentation, “The Promise, Progress &amp; Potential of Sustainable Aviation Fuels,” took on a voice of humor as he spoke to the present and future of SAF.CAAFI, established in 2006, aims to develop a drop-in jet fuel with significant environmental benefit at a similar cost to fossil jet fuel without sacrificing safety and performance, Hughes explained. Success is already growing from this goal, he said, with 69 airports regularly supplied with SAF, $45 billion in current purchase agreements for SAF by airlines, and 11 approved pathways for SAF production, including three coprocessing approvals, Hughes noted.SAF, or synthetic aviation turbine fuel, “has to meet all the different chemical characteristics of jet fuel,” he said. “What we’re trying to do is come up with a set of carbon chains in that mid-range and work in a jet engine just like the fossil replacement would. It’s taking some technical expertise to make that work, but once that fuel is produced, it performs very well.”The most prominent SAF production pathways involve hydrogenation, Hughes explained, but alcohol-to-jet has a strong hand in the game as well. Coprocessing also offers incentives for advancements in technology. “Could we use intermediates, such as a biocrude or something else, and blend it in with the existing refining capacity to produce those fuels?” Hughes questioned. “Those technologies are continuing to evolve.”The conversation around SAF, Hughes said, takes two forms. “Just a couple of weeks ago, Enerkem in Canada filed for bankruptcy; in the same week, the announcement that Infinium received investment for a project in west Texas [was released]. And so, we see both happening: you know, companies failing, but also investment.”&nbsp;What seems to be a barrier to investors entering the SAF conversation, Hughes explained, is the cost of production. But, considering all the benefits it creates, he emphasized his confidence in the industry. &nbsp;“We’re preserving the environment; we’re creating new opportunities in rural America. We’re also extending the availability of those resources—at some point, we have a finite supply of available fossil energy ... the industry has a bright future, I really feel like it does, but we have to look at it like a business and we have to make business decisions,” he said. Implementing biofuels not only improves the environmental impact of fossil-heavy industries; it offers such benefits without negatively impacting the broader food supply, going so far as to provide for the livestock sector.In Hughes’ eyes, the SAF industry is set up for innovation and success. From universities in Illinois and Minnesota working with pennycress, a seed with an oil content of 30%, to opening markets for woody residue to be used for fuel production and forest management, there’s no shortage of opportunity.Introducing Ethanol&nbsp; In panel “Ethanol Pathways to Achieve Sustainable Aviation Goals,” Shrikant Rathi, executive director of Praj Industries Limited, spoke to ethanol’s potential as a SAF feedstock in his presentation, “Ethanol as a Feedstock for Sustainable Aviation Fuel: Unlocking New Market Opportunities.”Praj, a leading bioprocessing technology company with four manufacturing facilities, over 90 research scientists and a 40% repeat customer rate, is committed to advancing American biofuels, Rathi said. The aviation sector, Rathi explained, is one of the hardest industries to fully decarbonize, from its CO2 emissions to contrails. For this reason, ethanol-produced SAF is growing increasingly attractive.Policy leads the shift toward U.S. SAF integration, Rathi said, including the since-altered 45Z CFPC, California’s LCFS and the Renewable Fuel Standard. “Together, the policies form a mutually reinforcing ecosystem. U.S. ethanol producers are standing at the age of a major opportunity,” he continued.Ethanol, Rathi explained, is presenting itself as a key feedstock for SAF production. “First, ethanol has a well-established production base, especially in the U.S., Brazil [and] parts of Asia ... When converted through the ATJ [alcohol-to-jet] pathway, ethanol-based SAF can offer significant GHG reduction, especially if the ethanol used stronger, lower-CI feedstocks like corn with carbon sequestration or decarbonization technologies.“The ethanol to SAF pathway is also refining compatible," Rathi continued. It fits into existing infrastructure and produces a true drop-in fuel, meeting ASTM jet specifications. Compatibility lowers the barrier to adoption across airports and airlines." &nbsp;Ethanol’s scalability and potential benefits to boost rural economies also contribute to its potential use for SAF production, according to Rathi.Challenges, including CapEx, competing ethanol-based projects and the limited number of commercial-scale references on end-to-end production, present barriers to utilizing ethanol for SAF production, but Rathi argued that each challenge could be addressed. Modular designs and partnerships with leading technologists would address upfront conversion costs; across-the-board investments in pilot projects and reference validations could assist in building confidence in ethanol-based SAF production; and an increase in alternative feedstocks and market studies on where ethanol’s most significant decarbonization value lands would allow for delegation of ethanol resources.&nbsp;What makes ethanol so attractive economically, explained Rathi, is the ability to lower the CI of the ethanol itself. “Of course, there are two requirements. To be qualified for SAF, one [requirement] is the purity of the ethanol,” he said. "But the major requirement—particularly in the context of the U.S.—is the reduction of the carbon intensity for the production of the ethanol process.” By lowering ethanol’s carbon intensity, SAF producers utilizing ethanol as a feedstock could achieve the highest credit revenue. To lower this intensity, producers could invest in carbon capture and utilization, biomass boilers and waste heat recycling, among others.&nbsp;Ethanol’s ability to serve as a drop-in feedstock into existing infrastructure and dual impact of environmental sustainability and energy independence opens an array of doors for the SAF industry. The hard part? Choosing which door to walk through first. Author: Caitlin Scheresky&nbsp; Junior Staff Writer, SAF Magazine&nbsp;&nbsp; caitlin.scheresky@bbiinternational.com

2025-09-02 - Sky’s the Limit (SAF Magazine)

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Colocated with the 2025 International Fuel Ethanol Workshop and Expo, this year’s Sustainable Fuels 
Summit offered key insights into future SAF markets, feedstocks and opportunities.

Sky’s the Limit

A lobbying effort that sought to put sustainable aviation fuel (SAF) on equal footing alongside other types of renewable fuel under the Section 45Z Clean Fuel Production Credit was largely successful last month, as parity among biofuels was included with several other changes to the scheme in the One Big Beautiful Bill Act.But those alterations—while positive for those that produce first-generation renewable fuels from corn and soybeans—could end up significantly constraining the market potential for SAF altogether.The alterations included in the OBBBA passed in early July may have come as a shock to many SAF producers that viewed the $1.75 per gallon maximum credit value as a potential boon for their operations, but the concerns that drove them had been expressed for years by others in the renewable fuels market.Those concerns have mounted since the initial passage of 45Z as part of the Inflation Reduction Act of 2022, which offered producers a per-gallon credit ranging from 35 cents to $1.75 per gallon for SAF and 20 cents to $1 per gallon for all other renewable fuels dependent on relative carbon intensity (CI) from Jan. 1, 2025, through 2027. To motivate producers to reduce their CI, Congress decided to scale up that credit amount for reductions achieved past the baseline of 50kg of CO2 per MMBtu. &nbsp;But the scheme, which replaced a long-running $1-per-gallon Biodiesel Blender’s Tax Credit, faced a litany of criticism throughout the renewable fuels industry for offering different credit amounts among fuel types and accounting for more intensive methods of gauging carbon intensity that only applied to certain domestic feedstocks.In the years following its passage, stakeholders representing producers of first-generation fuels raised these concerns often—both in public hearings regarding the scheme and in letters to the agencies tasked with administering it. Those concerns were apparently heeded when Congress went to work on the OBBBA, with lawmakers introducing multiple provisions that were likely to benefit the ethanol lobby. The first of those alterations came through those seeking to change the length of the scheme, as stakeholders had warned early and often that the two-year term originally outlined in the CAA would not represent a large enough window for facilities to invest in, and benefit from, carbon-reductive efforts at their plants. Many stakeholders argued that they would need time to either introduce carbon-reductive processes to their operations, such as introducing carbon capture and sequestration, or choose to switch their operations over altogether to SAF and its higher credit potential. That term was initially expanded to 2031 in the version of the omnibus that first passed through the House of Representatives, before legislators in the Senate ultimately landed on the horizon of 2029.&nbsp;The measure also placed a rather staunch restriction on feedstock sourcing, with participants required to utilize inputs from the U.S., Canada or Mexico. While that provision offered hefty market certainty for producers of certain biofuels such as corn-based ethanol, Andy Lipow, president of Lipow Oil Associates, told OPIS that it was largely negative for SAF producers that tend to rely on imported feedstocks. And, without a higher achievable credit value, Lipow said that many current producers of SAF will likely begin to prioritize the production of renewable diesel or seek other avenues for their products abroad.Further, the bill cut language within 45Z that accounted for indirect land use change (ILUC) when assessing emissions from producers. ILUC has long been a bane for producers of crop-based biofuels, as stakeholder groups representing the industry often argue that it relies on speculative science and unfairly punishes domestic producers for practices likely shared overseas. Without the imposition of ILUC ratings on CI scores, feedstocks that utilize domestic corn or soybean crops will likely receive a much better score for credit accrual.Perhaps most importantly, the version of the scheme passed in July wholly nixed the higher tier of credit available to SAF producers, electing instead to put all participants on the same scale of 20 cents per gallon to $1 per gallon. Had the change in tier value been the only alteration to the scheme, stakeholders told OPIS that SAF production might not have been too disincentivized once the dust settled on OBBBA. But when laid out in concert among Congress’ other alterations, producers of SAF using HEFA (hydrotreated esters and fatty acids)—which is largely the industry standard for producing the biofuel—face much thinner margins than before. “So, if you will, a domestic producer here is negatively impacted by the $1.75 going to $1, and if they were importing [used cooking oil] or tallow from outside of North America, they're negatively impacted as well,” Lipow noted.Alongside newly proposed changes to the Renewable Fuel Standard that reduce renewable identification number credit accrual when utilizing foreign feedstocks, Lipow said that producers will be at a “significant economic disadvantage” to their domestic competition going forward.But not every stakeholder viewed the changes as negative for the SAF landscape, as Paul Winters, director of public affairs and federal communications for Clean Fuels Alliance America, said in an email that the group has “always advocated for a level of parity in the 45Z credit value—both for fuels and feedstocks.“The fact is that every current pathway for SAF coproduces renewable diesel,” Winters noted. “Some SAF pathways are not as commercially mature as the HEFA process our industry uses, so we understand they are looking for more incentives to de-risk investment capital.”HEFA still represents the lion’s share of SAF production in the U.S., as the EPA has approved several pathways for fats and oils while only greenlighting one singular alcohol-to-jet (ATJ) pathway to the producer LanzaJet in 2023.While the changes in the OBBBA could disadvantage those currently producing SAF, it could also offer a window into the largely illiquid market for the nation’s prominent ethanol lobby. In a release following the passage of OBBBA, Growth Energy—which represents many of the nation’s top ethanol producers—applauded Congress for “positioning American biofuel producers to compete in global fuel markets.”Lipow was less certain about the shift in economic incentive toward using corn for eventual SAF production instead of ethanol, as an ethanol plant under the new version of 45Z no longer can receive a higher per-credit accrual by switching over production to ATJ-based SAF.“The question is,” Liplow said, “Do the economics exist to produce more ethanol and turn it into [SAF]?” Author: Patrick Newkumet&nbsp; Senior Journalist, OPIS&nbsp;&nbsp; pnewkumet@opisnet.com&nbsp; &nbsp;

2025-09-02 - Big Beautiful Bill Could Constrain SAF Market Potential (SAF Magazine)

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The Trump administration’s One Big Beautiful Bill Act offers mixed signals for biofuels and SAF producers despite its on-paper promise.

Big Beautiful Bill Could Constrain SAF Market Potential

The aviation industry stands at a critical juncture in its sustainability journey. With mounting global pressure to reduce carbon emissions, developing and scaling up sustainable aviation fuel (SAF) production has become increasingly urgent. SAF, a fully certified jet fuel made from nonpetroleum feedstocks, can be used in existing aircraft engines and transported via current infrastructure, making it a vital tool for aviation decarbonization. However, the success of SAF depends not only on its usage but also on the methods used in its production.Today’s Standards and Challenges&nbsp; ASTM International plays a crucial role in ensuring the credibility and reliability of SAF production methods. Its approval of eight fully synthetic SAF production pathways provides the foundation for the industry's sustainability efforts. These pathways can utilize various renewable feedstocks, including used cooking oil, municipal solid waste, woody biomass and ethanol, each converting materials to jet fuel through specific chemical processes using heat, water and hydrogen. Each pathway has different feedstock requirements, capital costs and carbon reduction potentials. Further, each pathway has different limitations on the blending ratio with conventional jet fuel (5%-50%).The most commercially mature pathway is hydrotreated esters and fatty acids (HEFA), which starts with oils, fats or greases and converts that material to jet fuel by treating it with hydrogen (hydroprocessing). The Fischer-Tropsch (FT) method converts solid biomass or waste into syngas and then into liquid fuels. Alcohols derived from biomass fermentation (e.g., ethanol or butanol) or from chemical transformations (e.g,. methanol) can be converted into jet fuel through dehydration and oligomerization for the alcohol-to-jet (ATJ) pathways. HEFA, FT and ATJ pathways, each approved for 50% blending with conventional jet fuel, represent the most promising options for significant carbon intensity reductions.SAF demand is projected to increase tenfold by 2030, reaching over 7 billion gallons annually. However, this will still only represent about 5% of global jet fuel demand, indicating significant room for growth. While HEFA currently dominates the market with a 95% share due to relatively low deployment costs, it faces mounting feedstock availability challenges.&nbsp;The U.S. produced 23 million tons of HEFA feedstock in 2024, with soybean oil making up 57% of the domestic supply. Used cooking oil remains limited by small-scale collection, while animal fats are concentrated in states like Nebraska, Texas and Iowa. Transporting these feedstocks to facilities, especially in western states like California, can raise carbon intensity scores and logistics costs, further straining scalability. These challenges, combined with HEFA SAF’s premium price—already two to four times higher than conventional jet fuel—underscore concerns about its long-term viability and highlight the need to diversify SAF pathways for sustainable growth.Turning Waste into Wings&nbsp; Fuel producers are actively exploring alternative pathways with more abundant feedstocks to meet the growing demand for SAF. FT pathways, particularly waste gasification, show significant promise by using abundant, low-cost feedstocks like municipal, agricultural and forest waste. This conversion of waste into valuable fuel could have a substantial positive impact on both the environment and the aviation industry. However, FT processes remain more expensive than HEFA, primarily due to higher capital costs per unit of production capacity and more complex production processes.&nbsp;Any plant with this more costly technology must find ways to optimize resource use and maximize output to remain economically viable. A potential opportunity for increased economic stability at these plants lies in the byproduct. FT plants making SAF will produce up to 20% byproduct of renewable naphtha or liquid petroleum gas (LPG). While these materials can reduce carbon intensity in fossil fuels or as chemical feedstocks, their economic value falls short of SAF. Additionally, FT plants that process gasified waste are often located far from potential buyers of naphtha or LPG, further complicating their monetization.&nbsp;Biofuel engineers are making notable progress in increasing the economic viability of FT by finding new opportunities for its low-value byproducts. Emerging technologies for renewable naphtha include using it for an integrated hydrogen unit that turns renewable feed sources into hydrogen with low greenhouse gas emissions. One add-on chemical process can upgrade renewable naphtha and LPG into aromatic SAF, a molecule type that FT does not make but is needed in jet fuel. Both the HEFA and FT pathways only produce paraffinic SAF. A way to produce this type of molecule from a low-value byproduct would unlock the economic viability of distributed FT and HEFA plants, enabling their widespread adoption.Adding the Aromatics&nbsp; Conventional jet fuel contains both paraffinic and aromatic molecules. The aromatics are ring-shaped molecules necessary for the fuel’s physical properties. ASTM standards require that finished jet fuels contain between 8% and 25% aromatics. Currently, only a 50% blend of FT SAF with conventional jet fuel is approved by ASTM, so fossil jet fuel provides the aromatics for these blends. However, ASTM and the industry are moving toward higher SAF blends—eventually to 100% drop-in synthetic SAF—where no blending with fossil jet is required. Processors will face a critical challenge in finding a source for the aromatics. This is crucial to ensure that their fuel will not require continued blending with fossil fuels, highlighting a key challenge in the future of SAF production.&nbsp;Even before the 100% SAF becomes a reality, a producer that can offer a fully fungible product like drop-in SAF with a molecular composition matching that of a fossil jet fuel would be able to use common carrier pipelines and fuel storage facilities, saving costs and making it easier for the airports and airlines to use their product.A significant way to decrease the cost-per-unit of FT SAF and increase the technology's economic viability is to increase the value of the byproducts. With 20% of the plant's output transformed from low-value naphtha and LPG to high-value aromatic SAF, this technology increases the plants revenue by anywhere from 10% to 20%. Including this add-on technology would make the FT plant a better investment, produce more cost-competitive SAF with conventional fuels, and enable a fully synthetic, 100% drop-in-ready product that can be sold directly to airlines without blending, once ASTM-approved.Setting a New Standard&nbsp; SAF is a crucial element in aviation's mission to reduce carbon emissions, offering a scalable solution that works with existing infrastructure while addressing waste management challenges. Meeting the International Air Transport Association's net-zero emissions goal by 2050 will require substantial investments in SAF technologies and infrastructure, with estimates suggesting investments in the hundreds of billions of dollars across the supply chain.The pathway to sustainable aviation involves multiple parallel approaches. While HEFA technology has paved the way for initial SAF adoption, the industry must diversify its production methods to meet future demand. FT pathways, despite challenges in initial capital costs and waste management integration, offer auspicious opportunities. By optimizing byproduct utilization and effectively processing solid waste, this technology addresses multiple environmental challenges simultaneously: reducing aviation emissions, managing municipal waste and decreasing reliance on fossil fuels.As the industry continues to evolve, integrating waste-to-fuel technologies with existing infrastructure and developing new processing capabilities will be crucial. These advancements will not only support aviation's sustainability goals but also contribute to a broader circular economy, where waste materials become valuable resources. With continued investment in research, development and scaling of these technologies, the aviation industry can work toward a future where sustainable fuel is not just an alternative, but a new standard. Authors: Alexei Beltyukov&nbsp;&nbsp; Cofounder, Universal Fuel Technologies&nbsp;&nbsp; Stephen Sims&nbsp;&nbsp; Vice President of Business Development&nbsp;&nbsp; Universal Fuel Technologies&nbsp;&nbsp; &nbsp;

2025-09-02 - An Alternative Pathway to Sustainable Aviation Fuel  (SAF Magazine)

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With mounting global pressure to reduce carbon emissions, developing and scaling up sustainable aviation fuel production has become increasingly urgent.

An Alternative Pathway to Sustainable Aviation Fuel 

In the global push to decarbonize aviation, sustainable aviation fuel (SAF) has emerged as the most viable near-term solution.&nbsp;With drop-in compatibility, strong lifecycle emissions reductions and a growing wave of policy mandates, SAF now sits at the heart of net-zero strategies for the aviation sector. But as the industry begins to mature, a critical constraint is coming into focus: the tightening supply of waste-based lipid feedstocks such as used cooking oil (UCO) and tallow. These feedstocks, once seen as abundant and underutilized, are now facing unprecedented demand not only from SAF producers, but also the broader biofuels and oleochemical markets. The challenge is already affecting project development. Several large-scale SAF facilities have been delayed, scaled back or shelved due to concerns over long-term feedstock availability.&nbsp;Compounding this issue is the growing scrutiny over the traceability and authenticity of the feedstocks that do make it to market. With the premium attached to waste-derived fuels under regulatory schemes, the incentive for fraud has increased. In 2023, Europol exposed a major fraud operation in which virgin palm oil was misrepresented as UCO and funneled into the European biofuel market. This case, and others like it, highlights the risks of relying on globally traded feedstocks with complex and opaque supply chains. Even when volumes are available, their sustainability credentials may be uncertain.Underlying both the feedstock bottleneck and the risk of fraud is the SAF sector’s overwhelming dependence on a single production route: HEFA (hydrotreated esters and fatty acids). According to the 2025 SAF Market Outlook from SkyNRG and ICF, around 82% of all announced SAF capacity through 2030 is based on HEFA. Its appeal lies in its technological maturity and the ability to leverage existing refinery infrastructure. For the past decade, HEFA has been instrumental in getting SAF off the ground. But its reliance on a narrow set of lipid inputs—now increasingly scarce and contested—reveals a structural vulnerability. The very characteristics that enabled early growth are now emerging as constraints on long-term scalability.The HEFA Tipping Point&nbsp; Feedstocks like UCO and tallow are inherently constrained by collection infrastructure, competing uses and biological limits. Europe’s domestic supply is nowhere near sufficient to meet its own SAF demand, leading to a heavy reliance on imported oils, particularly from Asia. SkyNRG and ICF’s analysis suggests that, even under optimistic assumptions, global HEFA feedstock availability will peak around 14 million metric tons (mmt) of SAF-equivalent by 2030—just a fraction of the 40 mmt of SAF that will be required by 2035 under current policy trajectories. This imbalance marks what the report refers to as the “HEFA tipping point,” the moment when supply can no longer keep up with SAF demand growth unless new feedstocks and production routes are brought online.This tipping point is not hypothetical; it is already reflected in policy. The EU’s ReFuelEU regulation excludes food- and feed-based oils from eligible SAF feedstocks and introduces submandates for synthetic aviation fuels starting in 2030. The U.K. SAF mandate includes a hard cap on HEFA use, limiting it to 71% of total SAF volumes by 2030. In the United States, trade tensions and proposed tax credit revisions could disincentivize the use of imported UCO, placing further pressure on domestic feedstock supply. With mandates rising and lipids running short, the SAF industry faces a fundamental question: How do we scale beyond HEFA without abandoning the infrastructure already in place?New Feedstocks for a Proven Platform&nbsp; This is where new technological approaches are beginning to gain attention. One promising pathway lies not in abandoning HEFA, but in rethinking its inputs. Dutch company GAFT is developing a system to produce SAF-compatible lipids from nonfossil, nonfood carbon sources. Their approach combines electrochemistry and fermentation: first converting CO2 and water into volatile carboxylic acids (VCAs) using renewable electricity, then feeding those acids into a microbial fermentation process that produces lipids and proteins. As well as using VCAs, the fermentation process can benefit from several other biomass-based feedstocks such as crude glycerine (a waste produce from fatty acid methyl ester, or FAME, biodiesel producers) and sugars, both first and second generation. These lipids are chemically similar to UCO or tallow and can be refined through the same HEFA process, making them compatible with existing infrastructure and certification frameworks. Additionally, the pairing of electrochemistry with fermentation enables a pathway for producing e-fuels, allowing HEFA producers to tap into the upcoming mandate.GAFT’s approach reflects a broader trend—the emergence of alternative feedstock strategies designed to supplement or eventually replace conventional lipid sources. Whether through microbial oils, ethanol-to-jet, Fischer-Tropsch from waste biomass or synthetic fuels from CO2 and hydrogen, these pathways represent the next frontier of SAF development. Each comes with its own technical, economic and regulatory hurdles, but all share a common goal: breaking SAF’s dependence on a feedstock category that cannot meet long-term demand.Scaling Beyond Constraints&nbsp; The scale of the challenge should not be underestimated. SkyNRG’s report estimates that by 2050, under a current-trends scenario, SAF demand will reach 196 mmt, roughly 13 times today’s supply. If the world is to meet this target without exhausting waste oil supply or triggering indirect land use change from crop-based feedstocks, a major diversification of inputs will be needed. Their modeling shows that while HEFA can continue to play a role, only about a quarter of 2050 SAF demand can be met from lipid-based sources. The remainder must come from advanced biofuels, e-fuels and other non-HEFA pathways. In the best-case scenario, in which sustainability rules, policy support and technology readiness align, the SAF sector could fully substitute fossil jet fuel by 2050, reducing aviation emissions by up to 1.1 billion mt of CO2 annually.Getting there, however, will require more than incremental change. It will mean breaking the industry’s structural dependence on a narrow set of feedstocks and embracing technologies that can adapt to local carbon availability, infrastructure and policy conditions. Relying on a handful of globally traded waste oils is not a viable foundation for a global SAF industry. To scale sustainably, producers need feedstock strategies that are both diverse and regionally adaptable—producers must be able to work with what is locally available, whether that be CO2, industrial residues or biomass. This is where GAFT’s platform stands out—it has the ability to operate on multiple feedstocks and convert them into SAF-compatible lipids, providing a level of flexibility that is especially important in regions without access to traditional waste oils. By enabling SAF production from waste carbon rather than waste fats, and by decoupling feedstock supply from food and land pressures, GAFT points to a more resilient and scalable model—one that can integrate with HEFA infrastructure today while helping to reshape SAF’s supply base for the decades ahead.Reimagining the SAF Supply Chain&nbsp; The HEFA tipping point marks more than a constraint. It is a strategic signal—an invitation to rethink how we produce low-carbon aviation fuel and what inputs we consider viable. If the past decade was about proving that SAF works, the next will be about making it work at scale, in every geography, under every constraint. That means unlocking new carbon streams, upgrading underutilized residues and integrating SAF production into broader energy and agricultural systems. The future of SAF is not just about refining, it is about reimagining the supply chain from the molecule up.Author: Martin Spencer&nbsp; Commercial Lead, GAFT&nbsp; flygaft.com

2025-09-02 - Expanding Beyond HEFA with Feedstock Diversity (SAF Magazine)

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Sustainable aviation fuel production is currently both dominated and limited by HEFA—how can we scale it to meet demand?

Expanding Beyond HEFA with Feedstock Diversity

Coprocessing Essentials&nbsp; What is coprocessing in refinery terms? &nbsp;Coprocessing refers to the simultaneous processing of renewable and fossil feedstocks within existing refinery units, such as hydrotreaters or hydrocrackers. In this approach, renewable materials including vegetable oils, animal fats or used cooking oils are blended with conventional petroleum streams and processed together. This integration enables refineries to incrementally introduce renewable feedstock without building entirely new facilities, thus leveraging existing assets and infrastructure. These feedstocks are selected based on availability, cost and regulatory eligibility.How does it differ from standalone renewable fuel production? Standalone renewable fuel production usually involves constructing dedicated refinery facilities designed exclusively for 100% renewable feedstocks (or repurposing existing refinery units). Coprocessing utilizes existing refinery units with only minor modifications, allowing for a much faster and more cost-effective transition. While standalone units can process a wider range of renewables at higher concentrations and volumes, coprocessing is ideal for rapid deployment and incremental scaling.What are the main advantages of coprocessing for a conventional refinery? &nbsp;Coprocessing offers several interesting advantages for refineries. First, it enables rapid entry into the renewable fuels market with minimal capital investment, as existing refinery assets are utilized. Second, it provides operational flexibility, allowing refineries to adjust renewable content in response to market demand or regulatory requirements. Third, coprocessing supports compliance with emerging mandates for renewable fuel blending, such as those for SAF, without the need for disruptive infrastructure overhauls. Lastly, it reduces the carbon intensity of refinery products, enhances the sustainability profile of the operation and opens access to new revenue streams from renewable fuel credits and incentives.What are the key challenges or limitations with coprocessing?&nbsp; Despite its advantages, coprocessing will mean some technical and operational changes. Hydrogen demand will rise, as renewable feedstocks require more hydrogen for deoxygenation. The highly reactive oxygen molecules will also create very high exotherms that need to be handled in a clever way. Renewable feedstocks will also increase water formation, which must be managed to avoid corrosion. Catalyst selection becomes critical, as some renewables can accelerate catalyst fouling or poisoning due to the presence of new contaminants like phosphorous. There are also regulatory limits on the proportion of renewables that can be coprocessed if the objective is to produce SAF capped at 5% by volume. Maintaining product quality (especially for jet fuel, where freezing point and other specifications are stringent) requires careful process control and, in some cases, specialized catalysts for deep dewaxing.Strategic Rationale and Market Positioning&nbsp; Why would a refinery choose coprocessing over building a dedicated renewable unit or repurposing an existing unit? &nbsp;Refineries often select coprocessing as a pragmatic, lower-risk pathway to enter the renewable fuels market. The primary driver is the ability to leverage existing assets easily and quickly, minimizing capital expenditure and timelines. Coprocessing can be implemented with minor modifications, such as catalyst changes or small hardware upgrades, allowing for a rapid response to regulatory or market pressures. Building a dedicated renewable unit is obviously more capital intensive and time consuming, and making these types of investments in an unstable market can be a challenge. Repurposing existing infrastructure for renewable fuels and SAF can be a viable option and quite fast (we did this for Calumet’s Montana Renewables, where we helped convert idle hydrotreater capacity into 100% full SAF production—not coprocessing—in just 18 months). But for many refineries, coprocessing represents an optimal balance between cost, speed and compliance in the short term.How does coprocessing help meet regulatory mandates like SAF blending targets? &nbsp;Coprocessing is particularly effective in helping refineries meet regulatory mandates for SAF blending. By integrating renewable feedstocks into existing units, refineries can quickly produce SAF that meets international jet fuel standards, such as ASTM D1655. This approach allows for incremental increases in SAF production, supporting compliance with both current and future blending mandates.What are the current and emerging incentives for coprocessing and SAF production in general? A diverse and rapidly evolving set of incentives is driving the adoption of coprocessing and SAF production worldwide. In the European Union, ReFuelEU Aviation mandates a minimum share of SAF in the fuel mix, starting at 2% in 2025 and ramping up to 70% by 2050. The EU has also launched a delegated act on coprocessing that gives clear guidance on how to deploy this technology in refinery assets. Globally, the SAF regulatory landscape is highly dynamic.&nbsp;The United Kingdom and EU are at the forefront, employing a mix of incentives (“carrots”) and mandates (“sticks”), while also moving toward alignment on definitions and sustainability criteria, such as those outlined by CORSIA. Other regions, including Japan, India, Singapore, the United Arab Emirates and Brazil, are developing or have recently implemented SAF mandates, though some are still clarifying the details around obligations, penalties, incentives and GHG calculation methodologies.In the United States, though coprocessing does not qualify for 45Z credits under the Inflation Reduction Act, SAF producers can still benefit from renewable identification numbers (RINs) under the Renewable Fuel Standard, as well as credits from California’s Low Carbon Fuel Standard, depending on feedstock and process pathway.&nbsp;Some countries without domestic SAF mandates are positioning themselves as exporters to regulated markets.What new revenue streams can coprocessing unlock for a refinery? Coprocessing can open access to higher profit products due to regulatory mandates and voluntary commitments. Refineries can also generate and monetize carbon credits, RINs or other compliance instruments. Participation in these markets diversifies refinery income, reduces exposure to fossil fuel volatility and enhances the overall value proposition of the operation.The payback period for coprocessing projects is typically much shorter than for dedicated renewable units, due to the low capital investment required and the access to premium markets and incentives. Exact ROI depends on site-specific factors such as hydrogen availability, existing unit configuration, feedstock costs and local regulatory frameworks.What are the projected trends in SAF demand over the next 5–10 years? &nbsp;SAF demand is expected to grow exponentially over the next decade, driven by regulatory mandates, airline decarbonization commitments and increasing societal pressure to reduce aviation emissions. Coprocessing is poised to play a critical role in meeting this demand, especially in the early years, by enabling rapid, scalable SAF production within existing refinery infrastructure.Unit Integration and Technical Feasibility&nbsp; Which refinery units are best suited for coprocessing SAF? As renewable feedstocks are scarce and expensive, the best-suited units for coprocessing SAF are those that maximize the SAF yield. Kerosene hydrotreaters and hydrocrackers are therefore the obvious choice. These units are designed to handle the molecular transformations required for jet fuel production and can be adapted to process renewable feedstocks with relatively minor modifications. Diesel hydrotreaters can also be used, but the yield of SAF may be significantly lower compared to dedicated kerosene units and the renewable feedstock will mostly end up as renewable diesel. But ultimately, the choice of unit depends on refinery configuration, product slate and desired SAF output. Topsoe works closely with customers to ensure they choose the correct solutions for their operations, location and fuel requirements.Can existing hydrotreaters or hydrocrackers be used with minimal upgrades? Yes, in many cases, existing hydrotreaters or hydrocrackers can be adapted for coprocessing with minimal upgrades. The most common modifications involve changing catalysts to those optimized for renewable feedstocks, such as hydrodeoxygenation and dewaxing catalysts. Additional adjustments may include hydrogen management, water handling improvements and corrosion control measures. For blending ratios up to 5% renewable content, these changes are typically straightforward and do not require major capital investment.What are the typical hardware or process modifications required?&nbsp; Typical modifications include the installation of specialized catalysts, upgrades to hydrogen supply systems, enhancements to water separation and handling, and corrosion-resistant materials in areas exposed to increased water or organic acids. Process control systems may also need to be updated to monitor and optimize the renewable feedstock blend. In some cases, additional reactor volume or catalyst beds may be required to maintain throughput and product quality for a reasonable cycle length.What feedstock blending ratios are feasible and compliant? Blending ratios that are approved in utilization as aviation fuel are fixed by the ASTM D1655. &nbsp;The current standard allows the following ratios:• 5 vol% coprocessing of mono-, di-, and triglycerides, free fatty acids, and fatty acid esters.• 5 vol% coprocessing of hydrocarbons derived from synthesis gas via the Fischer-Tropsch process using iron or cobalt catalyst.• Coprocessing (including cofractionation) of hydrocarbons derived from hydroprocessed mono-, di-, and triglycerides, free fatty acids, and fatty acid esters. The maximum allowable volume is 24% of the feed and 10% of the product.SAF-Specific Considerations&nbsp; How much SAF can be produced via coprocessing? Even when the maximum blending ratios are fixed in the ASTM D-1655, not all refinery hydroprocessing units can reach these coprocessing amounts. Some refineries will be better suited to reach high levels of coprocessing while others will require more important investments. In those cases, refineries may consider a stand-alone facility to boost SAF production capacity. &nbsp; &nbsp;What is the expected quality of coprocessed SAF compared to HEFA SAF? Coprocessed SAF needs to fulfill slightly less stringent specifications compared to HEFA (hydroprocessed esters and fatty acids) SAF, as the blending amounts are much lower. Coprocessed SAF specifications are defined in ASTM- D1655, while HEFA-SPK is covered in ASTM-D7566 as a blending component for jet fuel. It should be noted that HEFA-SPK can be blended with fossil jet fuel at up to 50% in an airplane.How is traceability of biogenic carbon ensured in coprocessed SAF? Physical separation of renewable and fossil molecules is not possible in coprocessing. However, it's important to note that the sustainability characteristics of each fraction are preserved in bookkeeping or mass balance systems. These systems track the amount and sustainability attributes of the renewable feedstock through the supply chain, ensuring that the environmental benefits of the renewable component are accurately represented and credited.There are several methodologies available to track the biogenic content in products, including mass balance, energy content, yield and carbon dating. The EU accepts the first three methodologies but requires regular verification using 14C monitoring.Catalysts and Process Chemistry&nbsp; Do I need different catalysts for coprocessing?&nbsp; Absolutely. Coprocessing requires specialized catalysts, particularly for hydrodeoxygenation and deep dewaxing. These catalysts are essential to efficiently remove oxygen and contaminants from renewable feedstocks. But most importantly, there is a need to transform n-paraffin into i-paraffins to ensure the final product meets jet fuel specifications, including freezing point requirements. This dewaxing catalyst should be designed in a way that allows it to perform deep dewaxing while keeping the renewable molecules in the liquid jet. Topsoe has a best-in-class dewaxing catalyst for this purpose, the TK-930 D-wax, which has shown optimal results in our pilot-scale demo and is being deployed industrially in various sites.How does coprocessing affect catalyst life and performance? Renewable feedstocks often contain higher levels of contaminants, such as metals, which can accelerate catalyst deactivation. Added to that, the replacement of some of the catalyst volume for dewaxing catalyst will impact the original cycle length of the unit. &nbsp;As a result, catalyst life may be shorter and more frequent regeneration or replacement may be required. Careful feedstock selection, pretreatment and process monitoring are essential to optimize catalyst performance.Are process conditions such as temperature and pressure significantly different? Process conditions may need to be adjusted; higher temperatures, increased hydrogen-to-oil ratio and modified liquid hourly space velocity are often required to ensure complete deoxygenation and maintain throughput. The exact parameters depend on feedstock composition, desired product yield and unit configuration.Execution and Scalability&nbsp; How scalable is coprocessing for larger SAF mandates?&nbsp; Coprocessing is highly scalable for initial SAF production and is ideal for meeting early-stage blending mandates. However, scalability is ultimately limited by regulatory blending caps and the capacity of existing refinery units. For higher SAF penetration, refineries may need to expand coprocessing across multiple units or consider hybrid approaches that combine coprocessing with dedicated renewable units. Coprocessing remains the fastest and most cost-effective route to scale SAF production in the near term.What support does Topsoe provide during coprocessing implementation? &nbsp;Topsoe provides end-to-end support for coprocessing projects, including feasibility studies, process design, catalyst selection, unit optimization and ongoing technical assistance. This collaborative approach ensures that refineries can confidently and efficiently transition to renewable fuel production. Since 2004, Topsoe has been helping refiners to produce renewable fuels. One-third of SAF globally is produced with Topsoe solutions, with its HydroFlex technology having more than 70 commercial references worldwide. Author: Ignacio Costa&nbsp; Technology Licensing Manager, Topsoe&nbsp; topsoe.com

2025-09-02 - Everything You’ve Wanted to Know About Coprocessing (But Were Afraid to Ask)  (SAF Magazine)

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Coprocessing allows refineries to integrate renewable feedstocks, meet regulatory mandates and tap into new revenue streams without overhauling existing infrastructure.

Everything You’ve Wanted to Know About Coprocessing (But Were Afraid to Ask) 

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2025 Issue 2 SAF Magazine

2025 Issue 2 SAF Magazine

Columns

Progress is Rarely Linear

Scaling SAF: Technological and Economic Perspectives

Featured

Building Out for Business Aviation

Readying the Runway

Sky’s the Limit

Contributions

Big Beautiful Bill Could Constrain SAF Market Potential

An Alternative Pathway to Sustainable Aviation Fuel

Expanding Beyond HEFA with Feedstock Diversity

Everything You’ve Wanted to Know About Coprocessing (But Were Afraid to Ask)

2025 Issue 2 SAF Magazine.css-7jxktu{position:absolute;bottom:0px;left:0px;right:0px;height:3px;border-radius:3px;background-color:var(--chakra-colors-brandBlack);}

Columns

Progress is Rarely Linear

Scaling SAF: Technological and Economic Perspectives

Featured

Building Out for Business Aviation

Readying the Runway

Sky’s the Limit

Contributions

Big Beautiful Bill Could Constrain SAF Market Potential

An Alternative Pathway to Sustainable Aviation Fuel

Expanding Beyond HEFA with Feedstock Diversity

Everything You’ve Wanted to Know About Coprocessing (But Were Afraid to Ask)

2025 Issue 2 SAF Magazine