The countdown is on to the North American SAF Conference &amp; Expo. As I write this, it's just a few weeks until many of the industry’s most prominent leaders—from airlines and fuel producers to airports, government officials, researchers and technology providers—meet in Tacoma, Washington, to rehash the year and discuss what’s next for this critical industry. &nbsp;The SAF industry is undoubtedly facing a more challenging environment than it was a few years ago, but development has not stalled. Across the value chain, important work continues to advance projects, technologies and partnerships—and much of it is reported in these pages. And if you’re reading this from the conference, you’re hearing it from our impressive lineup of esteemed stakeholders on the front lines, as well as those in the back helping push SAF forward.&nbsp;In this issue of SAF Magazine, some of the most exciting news includes the opening of Twelve’s AirPlant One in Moses Lake, Washington, which you can read more about on page 8. I included some excerpts of a podcast I did with Ashwin Jadhad, vice president of business development, shortly after the plant’s opening, during which he told me about the challenges the company faced on its 10-year trek to commercial production and how they overcame them. He also discussed the company’s strategy and what hurdles the commercial expansion of e-SAF is up against. You can listen to the full interview at safmagazine.com under the events tab.As SAF continues to build out, flexibility may prove valuable. In “Built For Flexibility” (page 14), Keith Loria profiles XCF Global's strategy of building modular, adaptable renewable fuels facilities capable of producing both SAF and renewable diesel, allowing the company to respond to shifting policy, feedstock availability and market demand. Rather than betting on a single product or megarefinery, XCF is focused on creating a repeatable model that can be deployed closer to feedstocks and customers while improving operational efficiency and lowering costs. "Having the ability to toggle between sustainable aviation fuel and renewable diesel gives us the ability to pay attention to the marketplace," said CEO Chris Cooper. "The marketplace continues to evolve."That evolution is a focus of “Sustainable Peaks and Valleys” on page 18, by Caitlin Scheresky, which draws parallels to the Trump administration’s lack of enthusiasm for SAF and some airlines’ slowed momentum, on top of other market forces. However, the silver lining of this is all the solid work that some regional stakeholders are doing; the Pacific Northwest and the Minnesota SAF Hub are still full steam ahead, hitting milestones and setting more goals.Whether you're joining us in Tacoma or reading this issue from elsewhere, I hope these stories offer valuable insight into where the industry stands today and where it's headed next. While the path forward may look different than it did just a few years ago, innovation, collaboration and determination continue to move sustainable aviation fuel forward.Author: Anna Simet&nbsp; Director of Content &amp; Senior Editor, SAF Magazine

2026-08-13 - Staying the Path (SAF Magazine)

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Staying the Path

Today, we find ourselves living in interesting times in the world of sustainable aviation fuel (SAF). The current lack of a cohesive U.S. administration-wide SAF strategy makes industry development a bit difficult in the U.S., but efforts continue. &nbsp;Meanwhile, policy appears to be driving commercialization in other regions of the world. &nbsp;Irrespective of location, some SAF developers continue to advance toward commercialization, as well as many other associated supply chain entities. &nbsp;However, total production and usage remains trivial, with production cost (and related market pricing) being too high for broader voluntary adoption in the absence of policy incentives or mandates.&nbsp;Against that background, key SAF constituents continue their focus on a vision for achieving industry commitments. &nbsp;Within the CAAFI community, we're centered on the nuts and bolts of SAF development, with a lot of effort on research and development, fuel qualification, unique feedstock development, supply chain definitions, and trying to pull agencies into an integrated, collaborative approach. &nbsp;It takes fortitude, but continued progress encourages continued effort.In the fuel qualification arena, we now have eight standalone pathways that have been approved in ASTM D7566; 12 more are in process. &nbsp;Quite a few others have recently expressed interest in qualifying new pathways and are working through prescreening and Clearinghouse processes in the U.S., United Kingdom and European Union. The application of new cost-reducing technologies is ongoing, as evidenced by recent contact from a producer able to generate C12 multi-branched alkanes—the heart of the jet fuel range of molecules—directly from lignocellulose. &nbsp;The jet fuel spec (ASTM D1655) also now allows three coprocessing pathways, with several more under consideration.So, against this backdrop, CAAFI remains focused on executing a vision for the future of success of SAF, by pursuing approaches that continue to bring down production cost. &nbsp;These include:• Introduction of fully formulated fuels—those requiring no blending (having a reasonable distribution of paraffins [iso-, normal- and cyclo-] and select aromatics), enabling the blending of SAF blending components (to achieve the necessary distribution of hydrocarbon components). Such an approach potentially eliminates the need for blending with petroleum-based jet fuel, allowing SAF to be delivered at the lowest cost and with the lowest carbon intensity to a convenient airport.&nbsp;• Progressing on coprocessing—advancing a generic coprocessing approach that allows refiners to use multiple biocrudes or circular economy crudes to augment petroleum in the refinery. This offers the option of producing SAF with lower capital expenditures than building new biorefineries. Refiners are also interested in expanding maximum blending limitations and including new sources of biocrudes in the coprocessing slate.• Enhancing prescreening and Clearinghouse efforts that facilitate a more natural introduction of new pathways to the ASTM community. &nbsp;These efforts will be used by both those who satisfy and don’t satisfy generic annex approaches.• Advancing to a hybrid approach of a compositional or attributional-based jet fuel spec, perhaps with other related governing mechanisms on certain properties.• Improving hydrocarbon inspection techniques and processes that can assist with addressing uncertainties or concerns associated with the above.• Making recommendations to governments who want to assist in process acceleration.• Setting the stage for additional compositional-based specification-governing mechanisms, which have the potential to reduce time and cost associated with qualification.There is also substantial effort being taken regarding the understanding and impact &nbsp;reduction of persistent contrails. &nbsp;What we do know is that reductions in fuel sulfur and certain aromatics result in reduced particulate matter (PM) in the jet exhaust, which reduces the formation of ice accretion in areas of atmospheric supersaturation that are the culprit for contrail production. &nbsp;Further, reduction in PM production in the airport environment reduces impact on local air quality. &nbsp;While uncertainties still exist, SAF moves us in the right direction.One additional bright spot on the horizon could be the inclusion of a mandate in the pending Farm Bill that includes the following mandate in the House-passed version, and matching terminology in the Senate’s draft language pending mark-up: “SEC. 9013. SUSTAINABLE AVIATION FUELS STRATEGY. The Secretary shall establish a Department-wide strategy to advance the production of sustainable aviation fuels” through the consideration of five pillars that align with the industry’s SAF pursuits that enable more robust agricultural, silvicultural and rural economic development opportunities.So, while uncertainty abounds, progress continues to be made, and could be enhanced. &nbsp;What we do know is that if we don’t build initial facilities with the most promising technologies and feedstocks, we will never achieve learning-curve improvements for production cost reductions over time. &nbsp;We have to keep up the effort.Author: Steve Csonka&nbsp; Executive Director&nbsp;&nbsp; Commercial Aviation Alternative Fuel Initiative&nbsp;&nbsp; &nbsp;

2026-08-11 - Advancing Despite Headwinds (SAF Magazine)

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Advancing Despite Headwinds

In mid-June, roughly 180 miles east of Seattle near the town of Moses Lake, Washington, Twelve officially opened the first commercial-scale facility in the United States to produce sustainable aviation fuel from CO2 and renewable electricity. Dubbed AirPlant One, the facility has been in development for roughly a decade.“It’s been quite a journey for all of us at Twelve,” says Ashwin Jadhav, vice president of business development. “I think we had this vision, but the journey to commercialization has been quite complex and challenging. Breaking down the elements of commercialization has been a learning experience—not just for us, but across the industry.”The on-spec jet fuel will be delivered to and used by Alaska Airlines, which, in partnership with Microsoft, will operate regular domestic flights using the e-SAF.Twelve’s process takes captured CO2, combines it with water and renewable electricity, and converts those inputs into hydrocarbon fuel molecules using electrolyzers. The result, according to the company, is a certified jet fuel chemically identical to conventional jet fuel. In addition to aviation fuel, AirPlant One also produces e-naphtha.Successful completion of the facility represents a major milestone for the e-fuels sector, Jadhav says, demonstrating that electrochemical CO2 conversion technologies have progressed well beyond laboratory demonstrations and into commercial fuel production.“The first fuel that we produce will power an Alaska Airlines flight, making it one of the first commercial aviation demonstrations of jet fuel made directly from captured carbon,” he says, adding that the accomplishment hasn't been without challenges. “This journey has been filled with anecdotes," Jadhav says. "For example, when we went to developers and told them that we have this cool technology and want to start constructing a plant, they would say, ‘Yeah, but go get your financing.’ Then we would go to the financiers and say, ‘Hey, we need to construct this facility. Please give us project financing.’ They would say, ‘Go get your offtake agreements.’ Then we would go to the airlines and say we need offtake agreements, and they would ask, ‘Where's your facility? Show us exactly what you're producing and where.’ So, we were caught in this continuous loop that we ultimately broke by securing commercial agreements first.”As for the biggest hurdles to widespread adoption of power-to-liquid SAF over the next five to 10 years, Jadhav believes the industry must validate these technologies at larger scales. “Moses Lake is commercial scale, but the volumes are still very, very small,” he says. “The challenge will be ensuring the gains and efficiencies we've achieved with this technology translate to much larger facilities. We're trying to develop a plant design that can be replicated across different geographies. Our key requirements are access to CO2 and renewable electricity, so if we identify locations with abundant biogenic CO2 and renewable power, we can use a cookie-cutter approach and build the same facility there. Again, it's easier said than done at this stage, but we want to ensure that all of the learnings from Plant No. 1 carry over to Plant No. 2 so &nbsp;that we realize capital cost benefits and achieve a much more favorable rate of return.”Author: Anna Simet&nbsp; Director of Content &amp; Senior Editor, SAF Magazine

2026-08-11 - AirPlant One Arrives (SAF Magazine)

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Twelve’s much-anticipated AirPlant One is producing on-spec sustainable aviation fuel.

AirPlant One Arrives

When the GREATER MSP Partnership announced the launch of the Minnesota SAF Hub at the North American SAF Conference &amp; Expo in August 2023, its coalition of partners was entering a space electrified by the recent debut of the U.S. SAF Grand Challenge and all the incentives that came along with it. &nbsp;Since then, much has changed in the federal SAF landscape, but the Hub’s mission hasn’t deviated from its core objectives, all of which focus on reinforcing Minnesota as a standout state for SAF. “The Hub is very cross-sector, but we share the ambition to build a SAF industry anchored in Minnesota,” says Julia Silvis, managing director of the Minnesota SAF Hub with GREATER MSP. “We all do a lot of different work in different areas to move toward that goal. Some of it is around thought leadership, some is focused on producer attraction to make sure that we're helping those considering locating and investing in Minnesota, and then some of it is identifying and solving gaps in the supply chain and ensuring we have critical infrastructure that we need. There's also a policy angle, so we're coming at it from a lot of different perspectives, but we are united in that shared goal of building an industry here.”&nbsp;The Hub’s anchor partners include Delta, Ecolab, Xcel Energy, Bank of America, McKinsey &amp; Company and Deloitte, with about a dozen supporting partners that range from nonprofits to government entities. Goals have been outlined in a three-phase strategy to establish a sustainable aviation fuel industry in the state. Near-term efforts focus on expanding SAF availability and infrastructure, followed by commercial-scale in-state production by the early 2030s and, ultimately, large-scale deployment of multiple SAF pathways—including ethanol, woody biomass and power-to-liquid fuels—to position Minnesota as a long-term SAF production hub.As for some of the milestones achieved to date, they include the passage of a state SAF tax credit that provides a $1.50 base credit for producing or blending qualifying fuel in Minnesota. “There was a lot of thinking that went into that,” Silvis says. “And a lot of people had fingerprints on the final language that made it into the bill. That really helped it become a strong and powerful piece of legislation that people could get behind.”Additional significant milestones include the first commercial-scale aircraft SAF fueling at the Minneapolis-St. Paul International Airport in 2024, as well as the completion of a new SAF blending facility at Flint Hills Resources' Pine Bend Refinery this past July, marking a significant step forward in expanding SAF availability at the MSP airport, Delta’s second-largest hub. &nbsp;“As we have been working on this, we have made ‘Making SAF Real’ our North Star," Silvis explains. “That's really prioritizing making it tangible in the real world, including at small volumes—we learn so much from doing this. Scale is something we're very focused on, so having this blending facility fills a need in the supply chain that we identified early on, and that’s to have commercial-scale blending available. It also validates our strategy of crawl, walk, run. Having this facility near the airport unlocks a lot more opportunity for us to attract production in the state. “It also allows the Hub to engage with smaller producers who don’t wish to invest in blending themselves or don’t yet have the capital, Silvis adds.&nbsp;Now, the next major milestone for the Hub is attracting in-state commercial production. &nbsp;“We are working diligently with producers, having conversations to understand their needs and how we can meet them, or whether another state is a better fit for a producer based on particular technology or feedstock needs,” Silvis says. “There is a lot of mutual problem-solving that's happening, and we are excited to be in these site-specific conversations with producers. So, for us, the next milestone will be a producer with a site and plan to commercialize, with dates and a commitment—a real, clear path to achieving commercial SAF production in Minnesota.”&nbsp;Beyond SAF producers, the Hub is also in discussions with high-travel corporations that are evaluating ways to reduce emissions across their enterprises. “That underscores that we have a great partner in Delta, but those conversations help us understand how corporate partners think about carbon reductions and SAF purchases,” Silvis says. “Having that insight and being able to align the value chain from downstream to upstream has been very helpful. And I think that can be replicated in any kind of regional or state work.”Despite volatility the U.S. SAF industry has experienced the past several years, the Hub’s stance is unwavering. “The underlying truth that Minnesota is a great place to make SAF has not changed,” Silvis adds. “We are serious and practical, we’re putting real money and expertise to this, and steel in the ground. Our commitment is still to grow the SAF industry here.”&nbsp;

2026-08-11 - SPOTLIGHT | MINNESOTA SAF HUB: Making SAF Real (SAF Magazine)

Minnesota’s SAF Hub is still laser-focused on ensuring Minnesota is a first-choice location for prospective producers.

SPOTLIGHT | MINNESOTA SAF HUB: Making SAF Real

The launch of the U.S. SAF Grand Challenge, coupled with strong policy support in the wake of the COVID-19 pandemic, sparked unprecedented momentum for sustainable aviation fuel (SAF). Airlines announced ambitious adoption goals, producers unveiled planned projects and SAF quickly became one of the renewable energy sector's hottest topics. Come 2026, however, and much of that enthusiasm has faded from view. A few strong contenders explain the quieter conversation, with political, financial and legal risk topping the list. In the United States, much has to do with the current administration's lack of focus. Nevertheless, there are still major initiatives being carried out on regional and state bases, which may be one key to moving the SAF industry forward until it's able to rebolster federal support.Quieter on Commitments&nbsp; In an industry as new and as vast as the SAF industry, no singular reason, person or airline can be fairly blamed for causing the industry slowdown, though many individual factors hold their salt. One major contributor to the lag surrounding SAF implementation in the U.S. has been the shift in priorities in line with the transfer of executive power. In the Trump administration’s inaugural Executive Order 14154, Unleashing American Energy, President Trump stated that the U.S. energy dominance was impeded by “burdensome and ideologically motivated regulations,” in reference to the Biden administration’s climate-focused policies, shifting the executive focus instead to “unleash America’s affordable and reliable energy and natural resources.”&nbsp;Part of the SAF support slowdown under the Trump administration might be more accurately attributed to the president’s plan to improve the United States’ air traffic control system, says Commercial Aviation Alternative Fuels Initiative Executive Director Steve Csonka. Last May, U.S. Transportation Secretary Sean P. Duffy revealed the Brand New Air Traffic Control System and its goal to reduce equipment-related delays throughout the National Airspace System via the replacement of outdated infrastructure and the construction of six new air traffic control coordination centers by the end of 2028. The subsequent White House press release cited praise for the BNATCS from CEOs of United, American, Delta Air, Southwest and JetBlue Airlines.“When the Trump administration came in [and addressed] air traffic management, I think that alone was partially responsible for the airlines backing off talking about SAF,” Csonka explains. “We’re going to take advantage of this opportunity to get this system fixed, because it itself is responsible for a percent of inefficiency in the sector. Getting rid of that improves the economics for the airlines [and] it reduces fuel burn.”Across the pond, the advertisement methods surrounding SAF faced criticism from European regulators last year. European airlines face legal language restrictions, should their statements be misconstrued by customers. But, Csonka points out, semantics have been a key factor in the decarbonizing game for as long as the game has been played. &nbsp;“It’s something that the industry is having to respond to. But with respect to the requirements in the EU and what happens with the EU [Emissions Trading System], it’s sort of a trivial issue, like a speed bump.” Too many speed bumps in a row, however, lead to a move-with-caution approach.&nbsp;And, of course, the issue of cost is a familiar beast in the renewable fuel sphere. SAF faces a premium of anywhere between two and five times more than fossil-based jet fuel, as written by The International Council on Clean Transportation’s Jane O’Malley last fall. The cost, O’Malley noted, is boosted primarily due to feedstock costs, their availability and the risk involved in investing in a project with a delayed product result. A World Economic Forum White Paper from last February noted a two to five-year average timeframe for SAF projects to go from conceptualization to final investment decision (FID); last March, Boston Consulting Group cited fewer than 30% of SAF projects reach FID.A general disconnect between policy mandates and investment success seems to be crucial to nailing down a “why.” The U.K. government’s Low Carbon Fuels Fund, a £219 million ($293 million) program, is dedicated to developing the SAF market as it sits under its current mandate of a 2% SAF content in all U.K. jet fuel, followed by its anticipated 10% and 22% goals in 2030 and 2040, respectively. The European Union’s ReFuelEU Aviation Regulation similarly requires a 2% SAF blend, with a 70% SAF content by 2050.&nbsp;The challenge presented by these mandates isn’t the demand for SAF, but the inconsistencies related to SAF production. The EU bans crop-based SAF use in their decarbonization efforts; the U.K., which previously shared the ban, indicated potential reconsideration regarding its strict criteria earlier this year. Meanwhile, airlines in Asia and the U.S. are without the same strict guidelines; for the U.S., this also means being largely without government support, financially or otherwise.The issue at hand, then, is whether there will be enough SAF, and by proxy, SAF producers, to hit those goals. In a June webinar, S&amp;P Global Energy Horizons analysts forecasted the EU to fall short of its 2050 SAF goal by over 17 million metric tons, with the earliest gaps appearing as soon as their 2030 goals. “This would be a perfect time frame for us to really leverage work on coprocessing in existing refineries,” Csonka says, “because that would wind up being domestic production [in the U.S.]. It fits in with what the president wants to do.”Regional Progress&nbsp; Even as broader market and policy uncertainty has tempered momentum in some corners of the SAF industry, regional initiatives continue to lay the groundwork for long-term growth. Examples are many. &nbsp;For instance, the Minnesota SAF Hub—a first-of-its-kind coalition led by the GREATER MSP Partnership—is bringing together airlines, fuel producers, agriculture, researchers, utilities and government to build an integrated SAF value chain. Its work spans near-term deployment of SAF at Minneapolis-St. Paul International Airport, development of in-state production capacity, expansion of feedstock supply chains and investment in future pathways such as carbon capture, woody biomass and power-to-liquid fuels. By coordinating infrastructure, research, financing and commercial partnerships across the region, the Hub demonstrates that meaningful progress on SAF continues at the local level, even as the broader industry navigates near-term headwinds (read more on page 12).&nbsp;The Port of Seattle, notable for its role as the first U.S. airport operator to set a timeline and goals for the transition to SAF, hopes to hit its first milestone in 2028 of a 10% minimum SAF blend powering every SEA-fueled flight. In May 2023, Washington State welcomed a new law creating a per-gallon tax credit and policy incentive of up to $2 per gallon, backed by the SEA Airport; by 2050, SEA Airport aims to produce its maximum jet fuel blend locally from sustainable sources.Renewable energy progress at the Port of Seattle isn’t limited to SAF; in 2021, the Ports of Seattle, Tacoma, Northwest Seaport Alliance (Washington State) and British Columbia, Canada’s Vancouver Fraser Port Authority, renewed the Northwest Ports Clean Air Strategy, which has a 2050 goal to “phase out emissions from seaport related activities by 2050,” bringing sustainable maritime fuel to the forefront of the conversation.This January, the NWPCAS released its 2026-30 Clean Air Implementation Plan, within which the ports outline their key goals of improving local air quality, reducing greenhouse gas emissions, and sustaining and strengthening the cargo shipping market. The implementation of steps to achieve these goals is anticipated to cost $237 million, with just over $81 million in funding confirmed as of the report’s release.&nbsp;Also of significant note, in January, the Cascadia Sustainable Aviation Accelerator emerged from Washington State with coalition members including Boeing, the Port of Seattle, Alaska Airlines and Amazon. The coalition “aims to rapidly accelerate production, deployment and adoption of sustainable aviation fuel across the Pacific Northwest of the United States,” offering a unique, location-based approach to the SAF silence.Just south, California-based WasteFuel is threading an important needle for both maritime and aviation by converting waste into SAF, green bio-methanol, and renewable natural gas. In 2021, Danish shipping and logistics company A.P. Moller-Maersk invested in WasteFuel, enabling the California company to develop biorefineries targeted toward utilizing “unrecoverable waste that would otherwise degrade, and release methane and other harmful emissions into the atmosphere.”&nbsp;Last year, WasteFuel and Turkish integrated waste management company ITC entered a partnership to produce the first green methanol biorefinery in Ankara, Türkiye, a site receiving over 1.8 million metric tons of municipal waste annually.Bright Future, Rough Patch&nbsp; One point most seem to agree on is the importance of government and industry communication and collaboration, the best example of which is none other than a government mandate. Both the EU and U.K. have enacted mandates requiring increasing blends &nbsp;of SAF into their aviation fuel supply, regardless of the cost to airlines. Whether mandates will be enough on their own is another story.Willie Walsh, director general of the International Air Transport Association, has not shied away from voicing his doubts about the plausibility of the widespread 2050 net zero goal. In a June IATA press release, Walsh shared that global SAF production would only make up 0.8% of all airline fuel. “The path to meeting 65% of our needs in 2050 is growing more difficult with each year of ineffectively sequenced government policies and oil companies’ manifest lack of interest,” he said.“The current energy shock should add even more urgency to the development of renewables, including SAF. But we have yet to see either the energy shock, the need to develop energy independence and jobs, or the urgency to mitigate climate change materialize in the incentives needed to create a viable SAF market,” he finished.&nbsp;The IATA has called for a four-pronged action plan, including expansion of renewable energy supply, open access to fuel infrastructure, strengthened policy support, and the implementation of a global SAF market with “harmonized standards that create enduring rules and fair competition.” In the meantime, producers, policymakers and companies around the world are making moves that may be unique in ingenuity but not in process or end results, which offers promise that connections between them can be made. The IATA’s demand for “harmonized standards” might have more strength behind it than expected, if only a few well-placed meetings occur.SAF production this year is on track to be higher than last year, Csonka says, identifying a light at the end of the tunnel. “We continue to make great progress on the technical side—more pathways, pulling in folks who have technologies to continue to bring down price points, expansion of feedstocks and scenarios. So, it points to a bright future. We’re just in a really rough period at this point.”&nbsp;Every industry has its peaks and valleys; when the industry’s peaks consistently fly above 30,000 feet, the valleys are bound to dip low enough to create some discomfort. What’s more, the widespread commitments and public initiatives of years past weren’t for naught. They moved the needle from chatter to action and created business between producers, policymakers and airlines previously thought impossible. And as it goes, we’re in the business of going up. Contact: Caitlin Scheresky&nbsp; caitlin.scheresky@bbiinternational.com

2026-08-11 - Sustainable Peaks and Valleys (SAF Magazine)

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While public SAF commitments have quieted, regional initiatives continue to advance projects, partnerships and production across North America.

Sustainable Peaks and Valleys

When Chris Cooper contemplates the future of renewable fuels, he doesn’t see a market that rewards companies for putting all their eggs in one basket. Rather, he sees one that rewards flexibility, and that includes ability to locate production closer to available feedstocks and customer demand, process a range of renewable feedstocks, and adjust the production mix between renewable diesel and sustainable aviation fuel (SAF) to meet market demand.&nbsp;That philosophy has become the foundation of XCF Global’s business strategy. While many companies focus on a single renewable fuel pathway or a massive single location production, the publicly traded company has built its modular renewable fuels platform at New Rise Renewables refinery near Reno, Nevada, with the ability to produce both renewable diesel and SAF, and the ability to replicate its amodular design at scale, allowing production and volume to shift as markets, customer demand and policy incentives evolve, without overbuilding and at a more rapid pace than a traditional refinery rebuild.&nbsp;Initial renewable diesel production is supporting commissioning and restart activities as the facility advances toward its planned SAF operating configuration.Cooper, who became CEO after helping launch Neste’s SAF business in North America, noted the strategy reflects lessons learned over decades in conventional refining and renewable fuels. “I came from the conventional oil and gas space, so most of my career was with Chevron,” Cooper says. “Then I launched Neste’s sustainable aviation fuel business in 2018, building the marketplace, the testing infrastructure, the distribution and everything around it. What XCF gave me was the opportunity to take those building blocks and ask, ‘If you could design this business today, what would you do differently?’”His answer wasn’t simply to produce SAF; it was to build an integrated renewable fuels platform capable of adapting as markets change. That strategy has shaped nearly every decision the company has made—from upgrading its refinery and strengthening operational reliability to developing partnerships for feedstock procurement, logistics and future facility development. The objective is not flexibility for its own sake, but a platform that can respond to regional supply, infrastructure and customer needs while supporting XCF’s long-term SAF strategy.&nbsp;For an industry still defining what commercial-scale SAF production looks like, XCF’s approach emphasizes disciplined execution, operating reliability and a repeatable model that can be deployed where feedstock access, infrastructure and demand are best aligned.Rebuilding From the Inside Out&nbsp; When Cooper joined XCF, the New Rise Renewables Reno refinery was already capable of producing renewable fuels, but he believed it needed significant improvements before it could consistently operate the way the company envisioned. Rather than simply increasing output, management chose to step back and focus on the fundamentals. “We wanted to address its efficiencies and really create a model that provided us the ecosystem for building success,” Cooper says. “That meant creating partnerships around feedstock collection, distribution and logistics, while also improving the efficiency of the refinery itself.”&nbsp;Those improvements required taking the refinery offline while engineers evaluated the processing system and identified opportunities to improve reliability.Among the most significant changes was replacing the catalyst system and redesigning how feedstocks move through the reactor. Earlier operations showed that material was moving too quickly through the process, limiting contact time with the catalyst responsible for converting renewable feedstocks into finished fuels.Engineers addressed that issue by modifying process flow, replacing components and slowing product movement through the reactor. “Our focus was not on slowing overall production, but on optimizing flow through the reactor to improve conversion efficiency and product yield,” Cooper says. “By better controlling outlet flow, we can reduce operating temperatures by up to 40 degrees Fahrenheit, helping lower energy use and production costs.”&nbsp;The company also adopted a new catalyst system and refined catalyst placement within the reactor to improve processing efficiency.Instead of rushing immediately back into SAF production, however, XCF made another strategic decision. Today, the refinery is producing renewable diesel while operators continue to evaluate performance and collect operating data. The company plans to transition to SAF production after approximately 90 days of renewable diesel operation. “The only real difference in production between renewable diesel and sustainable aviation fuel is temperature and pressure,” Cooper says. “We believe giving ourselves that operating period allows the refinery to break in properly, gives us time to understand the data and positions us for an efficient transition to sustainable aviation fuel.”&nbsp;Rather than viewing that approach as a delay, Cooper describes it as disciplined commissioning. The refinery continues generating revenue while the company validates equipment performance and gains confidence before increasing operating temperatures to those required for SAF production.Designing for Changing Markets&nbsp; One of XCF’s distinguishing characteristics is its ability to produce either renewable diesel or SAF, depending on market conditions. Cooper notes that flexibility isn’t simply a technical advantage—it’s a business necessity. “Having the ability to toggle between sustainable aviation fuel and renewable diesel gives us the ability to pay attention to the marketplace,” he says. “The marketplace continues to evolve.”&nbsp;Recent geopolitical events have reinforced that thinking. As conflicts disrupt global petroleum markets and tighten diesel supplies, renewable diesel has become increasingly attractive. Because XCF relies primarily on U.S.-derived waste oils and agricultural residues rather than crude oil, Cooper believes the company is somewhat insulated from many of the supply disruptions affecting conventional fuels. “The renewable diesel market is now a very attractive marketplace for us,” he says. “At the same time, sustainable aviation fuel has a very long future because aviation doesn’t have another realistic decarbonization pathway.”&nbsp;Unlike passenger vehicles, where electrification continues gaining momentum, long-haul aviation presents a much different challenge. Aircraft fleets are expected to remain in service for decades, making drop-in sustainable fuels one of the few practical options for reducing lifecycle greenhouse gas emissions without replacing existing infrastructure. That reality reinforces XCF’s long-term confidence in SAF while also supporting the company’s decision to maintain production flexibility.Looking Beyond One Refinery&nbsp; The operational lessons learned in Reno are intended to extend far beyond northern Nevada. Although New Rise serves as XCF’s current production facility, Cooper views it as something of a blueprint for the future projects that can be sized and located around regional conditions. “This has been my second opportunity to engage in a company with a distressed refinery,” he says. “What we’ve gained through this turnaround is expertise that benefits not only this refinery, but future projects as well.”&nbsp;That future centers on what XCF describes as a modular and repeatable, capital-light approach to renewable fuels development. Instead of designing every facility from scratch as a single, mega-scale configuration, the company plans to replicate the engineering and operational improvements developed in Reno at future locations.Those facilities are expected to share many of the same design characteristics while adapting to regional feedstock availability and market demand. “We’ve engineered a refinery, created efficiencies and developed expertise in deploying these facilities,” Cooper says. “Now, we’re able to leverage that experience as we continue to grow.”One example is Australia, where XCF has entered into a commercial deployment agreement to establish facilities using the same engineering platform developed in Reno. Rather than building and owning every refinery itself, the company plans to license its technology and operational expertise as part of a broader expansion strategy.&nbsp;Central to that strategy is Cooper’s belief that renewable fuel production doesn’t necessarily require massive refineries. Instead, he notes, smaller, modular facilities designed around regional feedstocks and customer demand can better match local demand while reducing transportation costs. “The right-size production for the right-size demand,” he says. “Our refinery sits on only 10 acres, but we’re able to accomplish a tremendous amount. Rather than continually re-engineering new facilities, we believe we can replicate what we’ve learned and deploy it again and again.”Feedstocks Drive the Strategy&nbsp; While refinery operations provide the foundation for XCF’s business, feedstocks remain the lifeblood of every renewable fuels producer. Ensuring a reliable, economical supply of low-carbon feedstocks will be critical not only to the company’s future, but to the continued growth of the entire SAF industry.Cooper brings firsthand experience to that challenge. Before joining XCF, he helped build feedstock procurement capabilities during his time in the renewable fuels sector, experience that he says continues to influence the company’s strategy today. Rather than relying on a single supplier or feedstock source, XCF has developed partnerships designed to diversify procurement and reduce risk. Through its relationship with logistics and procurement partner BGN, the company sources waste oils and agricultural residues from multiple channels, including feedstock aggregators and direct producers.“We’re leveraging that experience with third-party suppliers,” Cooper says. “They’re able to work with both consolidators and direct producers, giving us the diversity of feedstocks we need to operate effectively and efficiently.”&nbsp;One of the company’s primary feedstocks is distillers corn oil, a byproduct generated during ethanol production. By converting an agricultural waste stream into transportation fuel, Cooper believes XCF is creating value across multiple industries while strengthening domestic energy security. He also pushes back on one of the industry’s most common concerns—that future growth in HEFA production will eventually outpace available feedstocks. “I think that’s a misnomer,” Cooper says. “We’re going to continue discovering new vegetable oils, new waste streams, new residues and new technologies that expand the available pool of feedstocks.”&nbsp;In his view, the renewable fuels industry remains in its early stages. Just as producers once demonstrated that waste vegetable oils could become transportation fuel, Cooper expects additional feedstocks to emerge through continued research and commercialization. That includes opportunities beyond traditional agricultural oils.XCF recently announced a business combination agreement that is pending SEC approval. This merger would expand its technology portfolio through Southern Energy Renewables, adding gasification technology capable of converting woody biomass into renewable fuels. Cooper sees forestry residues and other underutilized biomass streams as another step in expanding the industry’s feedstock base. “We’re very much about waste-to-energy,” he says. “Whether it’s distillers corn oil today or woody biomass tomorrow, we believe the technologies and feedstocks will continue to evolve.”Policy Supports Long-Term Growth&nbsp; Like nearly every company operating in the renewable fuels industry, XCF’s long-term planning is closely tied to federal and state policy. Cooper notes one of the biggest changes that he has witnessed during his career is the move toward longer-term policy certainty. Historically, renewable fuel incentives often required renewal every two years, making it difficult for companies to finance multiyear capital projects with confidence.“It’s very difficult to raise the capital necessary in this space when you only have a lifespan of potentially two years of incentives,” Cooper says.&nbsp;He believes recent policy developments have created a more stable investment environment while reinforcing the strategic importance of domestic renewable fuels.“What we’re producing isn’t just jet fuel,” he says. “We’re also producing energy resilience.”&nbsp;That concept—using U.S.-derived waste feedstocks to produce domestic transportation fuels—has become central to XCF’s message. The company sources feedstocks from American agriculture, processes them at its Nevada refinery and delivers finished fuel into domestic markets, reducing dependence on imported petroleum while creating additional value from agricultural byproducts.v Cooper also sees renewable fuels strengthening industries beyond aviation. Because many of XCF’s feedstocks originate in agriculture—and future technologies may increasingly utilize forestry residues—he believes renewable fuels create economic opportunities throughout rural America. “We’re tied intrinsically to the agriculture sector,” he says. “As we continue developing these technologies, we’re supporting agriculture, we’re supporting timber, and we’re creating energy from waste streams that already exist.”Partnerships Strengthen the Ecosystem&nbsp; Although XCF operates the refinery, Cooper emphasizes that commercializing SAF requires collaboration across the aviation value chain. No single participant—not fuel producers, airlines, regulators or corporate customers—can accelerate adoption alone. Instead, he describes the industry’s future as an interconnected ecosystem.“When I first launched sustainable aviation fuel, what we realized was the airlines couldn’t act alone, nor could we as a producer,” Cooper says. “We had to bring everyone together.”&nbsp;That collaboration extends beyond fuel suppliers and airlines. Increasingly, major corporations with aggressive carbon reduction goals are helping drive demand by supporting SAF purchases through business travel and sustainability commitments. Cooper points to companies participating in programs such as the Amazon Climate Pledge and Science Based Targets initiative as examples of organizations creating additional demand for lower-carbon aviation fuel.By aligning airlines, corporate customers, fuel producers and policymakers, Cooper believes the industry has developed a framework capable of accelerating SAF commercialization while distributing both the costs and benefits across multiple stakeholders.Those relationships will become even more important as production volumes increase and additional facilities come online.Looking Ahead&nbsp; As XCF prepares for its next phase of growth, Cooper believes success will ultimately be measured by execution. The company’s immediate objective is straightforward: demonstrate that the operational improvements implemented at New Rise Renewables Reno deliver the reliability and efficiency needed for long-term renewable fuels production.Beyond Nevada, the company intends to replicate that model through additional facilities and licensing opportunities while continuing to refine the modular approach that has become central to its growth strategy.Just as important, Cooper hopes policymakers continue expanding support for low-carbon fuels at both the federal and state levels. He points to low-carbon fuel standards in states such as California, Oregon and Washington, along with emerging programs in other regions, as evidence that broader adoption is gaining momentum. Continued policy development, he says, will help strengthen both agricultural markets and renewable fuel production across the country.&nbsp;Looking back years from now, Cooper hopes XCF won’t simply be recognized as another renewable fuels company. Instead, he wants it to be remembered for demonstrating that existing assets can be transformed into efficient, commercially viable renewable fuel facilities capable of supporting aviation’s decarbonization efforts.“The next phase for XCF and SAF will be defined by our ability to execute,” Cooper adds. “Our ability to take a distressed facility and turn it into an efficient production model that we can continue to deploy and replicate.”Author: Keith Loria&nbsp; Contributing Writer, SAF Magazine&nbsp; &nbsp;

2026-08-11 - Built for Flexibility (SAF Magazine)

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XCF Global is betting that a nimble, modular renewable fuels platform will shape the next chapter of sustainable aviation fuel.

Built for Flexibility

Electric vehicles (EVs) now cost less to operate than gas-powered cars in most U.S. markets. According to an analysis by The New York Times, EVs cost approximately $5 per 100 miles when charging at home, compared to $13 for conventional vehicles. The cost advantage is more than a consumer selling point; it’s the beginning of a significant shift in liquid fuels markets that could ease sustainable aviation fuel's most persistent challenge: economics. Sustainable aviation fuel (SAF) has struggled with production costs that are two to four times higher than those of conventional jet fuel, a gap that recent geopolitical disruptions have temporarily narrowed but not eliminated. Limited feedstock availability, capital-intensive facilities requiring billion-dollar investments, and uncertain project economics have kept SAF at barely 1% market penetration despite mounting pressure to decarbonize aviation. But the automotive industry's transition to electric power is creating conditions that address each of these barriers simultaneously.Market Forces Converge More than 98% of U.S. gasoline sold at gas stations contains ethanol, and U.S. gasoline consumption is declining even as miles driven increase. This creates direct pressure on the 14 billion gallons of ethanol produced annually in the United States, primarily for gasoline blending. As EV adoption accelerates, ethanol producers face a market shift as their primary customer base is entering long-term decline. For SAF, this is an opportunity rather than collateral damage. The automotive transition creates three simultaneous advantages for SAF production. First, feedstock availability improves. Ethanol producers facing declining gasoline demand have a clear incentive to seek alternative markets. Even redirecting a modest fraction of current production toward jet fuel would significantly increase SAF feedstock availability. More importantly, softening demand creates downward price pressure, improving alcohol-to-jet (ATJ) economics. The threshold at which ethanol-based SAF becomes cost-competitive with conventional jet fuel depends on multiple factors, but ethanol feedstock costs represent the dominant factor in alcohol-to-jet economics. As declining gasoline demand softens ethanol pricing, the pathway toward cost-competitive SAF production becomes increasingly viable. Second, infrastructure becomes available. Refineries configured for gasoline production face a choice: adapt or confront stranded asset risk, and a number of them have already downsized or shut down. Repurposing equipment for SAF production offers a path to maintain utilization and revenue rather than writing off capital investments. Coprocessing renewable and fossil feedstocks enables a gradual transition, reducing risk while building operational experience. The distributed refinery network can be redirected, rather than constructed.&nbsp; Third, the market is demanding economic realism. As SAF projects scale and seek federal support through loan guarantees and production credits, investors and government agencies increasingly require transparent cost disclosure and credible projections. Technologies that can leverage existing infrastructure rather than require greenfield construction offer more defensible economics. This shift favors practical pathways over theoretical innovation. There's an energy security dimension as well. Ethanol-derived fuels would be domestically produced from feedstock to final product. The U.S. already ranks among the world's top ethanol producers, with established supply chains and processing expertise concentrated in the Midwest. Converting this capacity toward aviation fuel would reduce reliance on imported petroleum and vulnerable supply routes.Why Ethanol-Based Pathways Meet Emerging SAF Requirements Current ASTM regulations limit SAF pathways to 50% blending with conventional jet fuel because the dominant production technology, hydroprocessed esters and fatty acids, or HEFA, produces only paraffinic components. Jet fuel standards require 8% to 25% aromatic molecules for engine performance and fuel system compatibility. Today, blending with fossil jet fuel is the only way to provide those aromatics. As regulations move toward higher SAF blends and eventually 100% fully synthetic fuel, aircraft manufacturers and regulators will require fuels capable of delivering complete performance without fossil blending. This creates a new competitive advantage for technologies capable of producing both paraffinic and aromatic components. Alcohol-based pathways, particularly ethanol-to-jet, offer this flexibility. As ethanol becomes available at a lower cost due to declining gasoline demand, the economic case for ethanol pathways that can produce complete, drop-in-ready fuel strengthens significantly. Airlines seeking single-source fuel that doesn't require separate logistics infrastructure will favor suppliers who can deliver complete, drop-in-ready products. For ethanol producers shifting toward aviation fuel, this means the technical standards are evolving as feedstock economics improve.What This Means for the Industry Ethanol producers facing declining gasoline markets can pivot toward higher-value SAF applications using adaptable existing infrastructure. Refineries can address stranded asset risk through equipment repurposing and gradual transition via coprocessing. Current SAF producers gain options to improve byproduct economics and meet evolving technical standards. Success will require specific capabilities: feedstock flexibility to adapt as market conditions shift, infrastructure compatibility to minimize capital requirements, aromatic production capability to meet emerging specifications, and demonstrated economic performance rather than theoretical projections.Capturing the Moment The convergence of declining gasoline demand, available infrastructure, feedstock diversification and evolving technical standards creates a finite window. The next five years are key. Ethanol pricing and availability will stabilize as markets adjust to the new equilibrium. Refinery assets will find alternative uses or face permanent shutdown. ASTM standards will advance with or without specific technologies positioned to meet them. Ground transportation's electric transition isn't threatening the liquid fuels industry—it's redirecting it. The infrastructure, supply chain and processing expertise that powered a century of automotive transportation can enable the future of aviation. But only if the right technologies are positioned to capture the opportunity. The winners won't be those with the most innovative chemistry or the largest capital raises. They will be those that combine feedstock flexibility, infrastructure compatibility and economic performance to meet the moment when market forces align. Author: Alexei Beltyukov CEO, Universal Fuel Technologies &nbsp;

2026-08-11 - Sustainable Aviation Fuel: The Hidden Winner in Electric Vehicle Economics (SAF Magazine)

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As electric vehicles reduce gasoline demand, lower-cost ethanol, existing infrastructure and evolving fuel requirements could accelerate the commercial viability of ethanol-to-jet SAF.

Sustainable Aviation Fuel: The Hidden Winner in Electric Vehicle Economics

Decarbonizing aviation is a challenge on the path to net-zero emissions. Unlike many sectors, aviation has limited near-term alternatives to liquid fuels for long-haul flights. According to the International Air Transport Association, sustainable aviation fuel (SAF) could contribute 65% of the emissions reduction needed for aviation to reach net zero by 2050, with fleet renewal and operational efficiencies accounting for much of the remainder.1 &nbsp;As companies around the world adopt sustainability targets, attention has turned to business travel. For some organizations, air travel represents one of the largest sources of emissions and one of the most difficult to reduce without compromising business objectives. As a result, corporate travel programs are emerging as a source of voluntary demand for SAF. &nbsp;American Express Global Business Travel is a software and services company for travel, expense and meetings events and supports nearly 22,000 corporate customers of all sectors and sizes across 140 countries, helping move millions of people around the globe for business every year. Across those trips, aviation makes up approximately 90% of total emissions associated with typical business travel.2 &nbsp;Creating opportunities for corporate travel programs to achieve decarbonization goals can also contribute to the development of the SAF market.Corporate Decarbonization Standards&nbsp; Two primary standards guide corporate carbon accounting and strategy: the Greenhouse Gas Protocol and the Science-Based Targets initiative.3 The GHGP provides the leading methodology for corporates to measure their carbon emissions.4 The GHGP has a business-travel specific category, Scope 3 Category 6. In addition, aviation emissions can exist in corporate programs for Scope 1 (general business aviation), Scope 3 Categories 4 or 9 (upstream or downstream transportation and distribution), or Scope 3 Category 11 (use of sold products).&nbsp;The SBTi is the primary organization that certifies corporate decarbonization targets. As of December 2025, there are over 13,000 corporates that have committed to a science-based target.5 &nbsp;As part of developing an SBTi target, companies with material carbon emissions from business travel are required to set a target for their Scope 3.6 business travel emissions. A recent update to guidance from the SBTi states that book-and-claim systems may be used as a procurement for SAF under specific conditions (with additional guidance forthcoming).6 &nbsp;For some corporate travel programs, it is important that the SAF they procure aligns with the GHGP and the SBTi’s guidance around SAF.Role of Corporate Procurement&nbsp; Many corporates have a 2030 decarbonization target and so could begin their SAF procurement process within the decade.7 &nbsp;Corporate SAF procurement is structured so that the corporate pays a portion of the additional cost of SAF injection as compared to conventional jet fuel. This supports the voluntary market by signaling demand and providing investment beyond mandated volumes. For example, by 2030, global SAF demand is estimated to range from 5.1 billion to 7 billion gallons per year.8 &nbsp;Under some estimates, nearly half of this future demand could be driven by corporate travel, which is a significant driver of voluntary SAF procurement.9 &nbsp;Voluntary SAF procurement is important as it helps drive investment and signals demand strength.Certain leading corporate programs such as Google or Bank of America are already procuring millions of gallons of SAF. In addition to large programs, smaller corporate travel programs are also beginning to buy SAF in smaller volumes that are meaningful at their scale.Corporate SAF Procurement in Practice: The Avelia SAF Program&nbsp; To support corporate programs in their SAF procurement, Amex GBT is a founding partner in Shell Aviation’s Avelia SAF program. Developed by Shell in collaboration with Amex GBT and Accenture, and with the support of the Energy Web Foundation, Avelia taps into Amex GBT’s global client base to aggregate global demand for SAF.10 &nbsp;Avelia uses a book-and-claim chain of custody model, enabling companies to access the life cycle greenhouse gas emissions reduction benefits of SAF compared to conventional jet fuel without being constrained by its physical availability at specific locations. Under this model, SAF is injected into the shared fuel network at designated airports; buyers purchase the associated environmental attributes rather than physically routing SAF to their specific flights.The results illustrate what aggregated corporate demand can achieve. As of the end of last year, 66 corporations and airlines have joined Avelia and over 1,300 retirements have been executed.11 &nbsp;This contributed to the injection of over 64 million gallons of SAF into the existing global fuel network at 18 airport injection location points around the world,12 &nbsp;resulting in over 590,000 metric tons of CO2e13 &nbsp;abated,14 the equivalent of over a million passengers flying from London to New York.15&nbsp;Growing the SAF industry requires all parts of the aviation value chain to play their part. Corporate SAF procurement can play a supporting role in helping continue investment flow into the sector and, in turn, future-proof economic growth and connectivity.I ATA Fly Net Zero website&nbsp;&nbsp; 2 Amex GBT: Air Travel Carbon Emissions: Calculation Methodologies&nbsp; 3 Third-party trademarks, organization names, and company names are used for identification purposes only and do not imply endorsement of this article or of Amex GBT's products and services&nbsp; 4 Greenhouse Gas Protocol: Corporate Standard&nbsp; 5 Science Based Targets Initiative: SBTi 2026-2030 Strategy&nbsp; 6 Science Based Targets Initiative: Corporate Net-Zero Standard Version 2.0&nbsp; 7 Science Based Targets Initiative: SBTi 2026-2030 Strategy&nbsp; 8 Amex GBT: SAF Index&nbsp; 9 Ibid&nbsp; 10 Avelia website: About Avelia&nbsp; 11 As per June 2022 through December 2025.&nbsp; 12 Airport injection point locations are Hong Kong, Le Havre France, Singapore Changi, Ontario (California), Los Angeles, Dubai, London Heathrow, London Stansted, Paris Orly , Stockholm Bromma, Stockholm Arlanda, Vancouver, Amsterdam Schiphol, Tokyo, Paris Le Bourget, Narita International, Rotterdam The Hague, Portland International Airport&nbsp; 13 CO2e (equivalent) emissions includes CO2, CH4 and N2O.&nbsp;&nbsp; Life cycle GHG emissions are calculated on a well-to-wake basis and include feedstock production and collection; feedstock processing, transport, distribution and combustion of SAF. The well-to-wake emissions have been calculated as per the SAF's verified life cycle GHG emissions intensity from the relevant sustainability certification scheme&nbsp; 14 Calculated based on representative life cycle GHG emissions intensities of neat SAF and conventional jet fuel, which may vary per production pathway and geographical region&nbsp; 15 The number of one-way long haul average passenger flights has been calculated based on the following assumptions: a flight distance between London and New York of 5,541 kilometers, and an emissions factor for a long-haul flight of 0.102 kgCO2e/passenger-km based on UK DEFRA 2022 emissions factors for corporate reporting Author: Elizabeth Rolfes&nbsp; Sustainability Analyst, American Express Global Business Travel&nbsp; Elizabeth.Rolfes@Amexgbt.Com

2026-08-11 - The Role of Corporate Travel Programs in Growing the SAF Market (SAF Magazine)

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The Role of Corporate Travel Programs in Growing the SAF Market

The global sustainable aviation fuel (SAF) market is still in its early stages. Yet one trend is becoming increasingly clear: Europe is pulling SAF into its orbit.That shift is not happening through a single headline event, though. It is instead showing up through trade flows, contract coverage, mandate-driven procurement, and tightening availability from key supply regions. Recent Chinese export data offers one of the clearest examples yet.According to ResourceWise’s latest SAF Snapshot report, Chinese SAF exports reached a three-month high of just over 75,000 tons in April. This marks a 15% increase from March. Nearly all of that volume moved to Europe, with Belgium accounting for about 40% of April exports and the Netherlands taking another 32%. Spain also represented a meaningful share, while smaller volumes moved to the United Kingdom and Australia.From January through April, China exported over 260,000 tons of SAF, and Belgium alone accounted for nearly half of that total. For a market still working toward scale, these flows matter. They suggest European demand is increasingly shaping global SAF availability.Europe’s Mandates Becoming Global Market Signal&nbsp; Europe’s SAF demand is being driven primarily by policy. The region’s aviation decarbonization framework is intensifying compliance pressure, influencing procurement behavior beyond European borders. That is especially important because the SAF market lacks deep, flexible supply pools. When European buyers move aggressively to secure product, the effects can ripple outward quickly.The SAF Snapshot, a monthly market intelligence report that tracks the SAF sector, notes that market participants at a Chinese SAF firm reported that European buyers have been purchasing SAF from China, but that purchases are increasingly challenging. Most Chinese SAF factories were said to have contracts extending into December, leaving limited surplus stock available for spot buyers.This is the key point: Europe is not just creating demand. It helps absorb the available supply.China Becoming More Important to Europe’s SAF Supply Chain&nbsp; China’s role in SAF supply is becoming more visible as new customs codes improve transparency into trade flows. While the available data covers only January through April 2026, it already shows how concentrated Chinese SAF exports have become among European buyers.Belgium’s leading share is especially notable. The country accounted for over 30,000 tons of Chinese SAF imports in April and nearly 127,000 tons from January through April. The Netherlands also took a significant share, reinforcing the broader importance of northwest Europe as a SAF demand hub.For producers, traders and airlines, this raises several questions:• How much Chinese SAF will remain available to spot markets if European buyers continue locking in term volumes?• Will other regions face more difficult procurement conditions as Europe’s compliance demand grows?• How will emerging SAF markets respond if they must compete against mandate-backed European buyers?Tight Supply Could Become Strategic Constraint&nbsp; SAF market development is often discussed in terms of long-term capacity announcements. But near-term availability is just as important. Project pipelines do not immediately solve today’s procurement needs. New facilities take time to finance, build, commission and operate at scale. Meanwhile, airlines and fuel suppliers facing compliance obligations need physical fuel or credible procurement mechanisms right now.That creates a tension between future supply growth and present market tightness. The Snapshot also shows that SAF FOB ARA prices held above $3,000 per ton in May. While pricing is influenced by multiple factors, including feedstock costs and broader market conditions, persistent demand from mandate-driven buyers can support a tighter pricing environment.If European buyers continue securing international supply ahead of compliance deadlines, SAF markets may increasingly resemble other low-carbon fuel markets, seeing regional policy driving global arbitrage, feedstock competition and contract premiums for reliable supply.Other Regions’ SAF Market Movement&nbsp; Europe may be one of the strongest demand centers today, but it will not be alone for long. India is moving closer to binding SAF mandates, with proposed blending targets starting at 1% for international flights in 2027, rising to 2% in 2028 and 5% by 2030. Under that pathway, India’s SAF demand could reach roughly 62,000 tons in 2027, 130,000 tons in 2028 and 380,000 tons by 2030. If more countries introduce binding SAF requirements, today’s export-oriented supply chains could face new pressure. A market that currently channels large volumes toward Europe may need to serve a wider base of mandate-driven buyers.&nbsp;That could make supply security a more important competitive advantage. Airlines, blenders and fuel suppliers may need to think beyond annual procurement and begin building longer-term strategies around feedstock access, technology pathways, regional supply exposure and contract structures.SAF Market Becoming More Interconnected&nbsp; The latest Chinese export data points to a broader shift in the SAF market. Regional policy decisions are no longer staying regional:• European mandates are influencing Chinese export flows.• Chinese supply availability is affecting European procurement.• Emerging mandates in India and elsewhere could introduce new competition.At the same time, feedstock markets remain under pressure, with waste-based inputs such as UCO and tallow continuing to strengthen in several regions.This is what a maturing low-carbon fuel market looks like. Demand signals become more durable. Supply chains become more strategic. Pricing becomes more sensitive to policy, feedstock availability and regional arbitrage.For SAF buyers, the challenge is no longer simply finding product. It is understanding where policy-driven demand is forming, how supply is being allocated, and which regions may become structurally short.Europe’s SAF mandates are intended to decarbonize aviation. But they are also doing something else: quietly tightening the global SAF market. As more regions move from ambition to obligation, that pressure is likely to become harder to ignore. As these mandates begin reshaping global trade flows, market participants need a clearer view of where supply is tightening, how pricing is responding, and which policies are creating the next wave of demand. Author: Mark Lyne&nbsp; Market Analyst, Biofuels&nbsp;&nbsp; &amp; Low-Carbon Feedstocks&nbsp; ResourceWise

2026-08-11 - Why Europe Is Quietly Tightening the Global SAF Market (SAF Magazine)

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European mandates are reshaping global SAF trade, drawing growing volumes from China while tightening supply and intensifying competition for available fuel. 

2026 SAF Magazine - Issue 2 (w/Directory)

Columns

Staying the Path

Advancing Despite Headwinds

Featured

Sustainable Peaks and Valleys

Built for Flexibility

Contributions

SPOTLIGHT | MINNESOTA SAF HUB: Making SAF Real

Sustainable Aviation Fuel: The Hidden Winner in Electric Vehicle Economics

The Role of Corporate Travel Programs in Growing the SAF Market

Why Europe Is Quietly Tightening the Global SAF Market

Departments

AirPlant One Arrives

2026 SAF Magazine - Issue 2 (w/Directory).css-7jxktu{position:absolute;bottom:0px;left:0px;right:0px;height:3px;border-radius:3px;background-color:var(--chakra-colors-brandBlack);}

Columns

Staying the Path

Advancing Despite Headwinds

Featured

Sustainable Peaks and Valleys

Built for Flexibility

Contributions

SPOTLIGHT | MINNESOTA SAF HUB: Making SAF Real

Sustainable Aviation Fuel: The Hidden Winner in Electric Vehicle Economics

The Role of Corporate Travel Programs in Growing the SAF Market

Why Europe Is Quietly Tightening the Global SAF Market

Departments

AirPlant One Arrives

2026 SAF Magazine - Issue 2 (w/Directory)