Data story: Key signals in hydrogen & e-fuels — aviation feedstock constraints

Aviation accounts for 2.5% of global CO₂ emissions with limited near-term electrification options. Sustainable aviation fuel (SAF) is the primary decarbonization pathway, but feedstock constraints create a critical bottleneck. Five signals reveal why SAF supply will fall short of 2030 mandates — and how e-fuels may eventually fill the gap.

Quick Answer

SAF production reached 0.5 million tonnes in 2024 — less than 0.2% of jet fuel demand. Mandates require 30 million tonnes by 2030, but sustainable feedstock availability limits production to 10-15 million tonnes. Waste fats and oils (the cheapest pathway) are already fully subscribed. E-fuels (power-to-liquid) offer unlimited feedstock potential but cost 3-5x current SAF prices. The 2030 gap will be filled by book-and-claim accounting, not physical SAF at every airport.

Signal 1: The 2030 SAF Gap

The Data:

• Current SAF production (2024): 0.5 million tonnes
• 2030 mandates (aggregate): 30+ million tonnes
• Projected supply (2030): 10-15 million tonnes
• Jet fuel demand (2024): 300+ million tonnes

What It Means:

There is no credible pathway to meeting 2030 SAF mandates through physical supply at current trajectory. The gap will be addressed through some combination of mandate revision, book-and-claim systems, and alternative compliance.

Mandate Landscape:

• EU ReFuelEU: 6% SAF by 2030 (including 1.2% synthetic)
• UK SAF mandate: 10% by 2030
• US Grand Challenge: 3 billion gallons (11 million tonnes) by 2030
• CORSIA: Offset-based with SAF crediting

Production Capacity:

• Committed projects: 5 million tonnes/year by 2030
• Announced (not committed): Additional 10 million tonnes
• **Conversion: 10-30% of announced projects will reach operation

Gap Implications:

Airlines face:

• Compliance cost uncertainty
• SAF premium prices (3-5x jet fuel)
• Competitive distortions from uneven mandate application
• Potential for non-compliance penalties

Signal 2: Feedstock Constraints by Pathway

The Data:

• HEFA (waste oils): Limited to 5-8 million tonnes/year globally
• Alcohol-to-jet (ethanol): 3-5 million tonnes/year potential
• Fischer-Tropsch (MSW/biomass): 2-4 million tonnes by 2030
• E-fuels (power-to-liquid): 0.5-1 million tonnes by 2030

What It Means:

Each SAF production pathway faces distinct feedstock constraints limiting scale.

HEFA (Hydroprocessed Esters and Fatty Acids):

• Feedstock: Used cooking oil, animal fats, waste greases
• Global availability: 15-20 million tonnes/year
• SAF allocation: 40-50% (remainder to road diesel)
• Constraint: Already fully subscribed; fraud and sustainability concerns
• Cost: $1,000-1,500/tonne (2-3x jet fuel)

Alcohol-to-Jet (AtJ):

• Feedstock: Ethanol (corn, sugarcane, cellulosic)
• Availability: Large but competes with road transport
• SAF potential: Growing, but ethanol market dynamics complex
• Constraint: Food vs. fuel debate; land use emissions
• Cost: $1,200-1,800/tonne

Fischer-Tropsch (Gasification):

• Feedstock: Municipal solid waste, forestry residue, agricultural waste
• Availability: Large theoretical resource base
• Constraint: High capital cost, complex technology, permitting
• Cost: $2,000-3,000/tonne

Power-to-Liquid (E-Fuels):

• Feedstock: Green hydrogen + captured CO₂ + renewable electricity
• Availability: Unlimited (constrained only by infrastructure)
• Constraint: Cost, energy intensity, hydrogen infrastructure
• Cost: $3,000-5,000/tonne (falling)

Signal 3: E-Fuels — The Long-Term Solution

The Data:

• E-fuel production (2024): Under 1,000 tonnes
• Projected production (2030): 0.5-1 million tonnes
• Cost trajectory: $5,000/tonne (2024) → $2,000/tonne (2030) → $1,000/tonne (2040)
• Energy efficiency: 40-50% electricity to fuel

What It Means:

E-fuels (synthetic kerosene from hydrogen and captured CO₂) offer the only pathway to unlimited SAF scale, but cost and infrastructure barriers limit near-term contribution.

E-Fuel Production Process:

1. Green hydrogen: Electrolysis of water using renewable electricity
2. CO₂ capture: Direct air capture or point source capture
3. Synthesis: Fischer-Tropsch or methanol-to-jet conversion
4. Refining: Upgrade to jet fuel specification

Energy Requirements:

• Hydrogen: 56 kWh electricity per kg H₂
• CO₂ capture: 1-4 MWh per tonne CO₂ (DAC vs. point source)
• Synthesis: 2 MWh per tonne fuel
• Total: 100-150 MWh per tonne SAF

Cost Reduction Pathway:

• Electricity cost: Most critical factor (50% of e-fuel cost)
• Electrolyzer cost: Declining 50% by 2030
• DAC cost: $600/tonne CO₂ today → $200/tonne target
• Scale: Learning rates of 10-15% per doubling

Signal 4: Book-and-Claim Systems Enabling Compliance

The Data:

• Book-and-claim adoption: EU ReFuelEU includes provisions
• Certificate trading: SAFc market emerging
• Price premium: $500-1,000/tonne for certificates vs. physical delivery
• Verification: Third-party systems in development

What It Means:

Physical SAF delivery at every airport is logistically impossible. Book-and-claim systems allow airlines to purchase SAF certificates while conventional fuel is delivered — similar to renewable energy certificates for electricity.

How Book-and-Claim Works:

1. SAF producer creates verified SAF at location A
2. Producer issues certificate representing environmental attributes
3. Airline purchases certificate for use at location B
4. Airline claims emission reduction without physical SAF delivery
5. Conventional fuel delivered at location B; SAF enters supply elsewhere

Advantages:

• Enables SAF scale without airport infrastructure
• Reduces logistics costs of SAF distribution
• Allows SAF production at optimal locations
• Provides price discovery and liquidity

Concerns:

• Potential for double-counting
• Verification and chain-of-custody integrity
• Consumer perception of "paper" sustainability
• Regulatory acceptance varies by jurisdiction

Signal 5: Aviation Industry Response

The Data:

• Airline SAF commitments: 40+ airlines with procurement agreements
• Forward contracts: $15+ billion in SAF offtake agreements
• Corporate SAF purchases: 30% of current SAF for business travel
• Price premiums paid: 200-400% above jet fuel

What It Means:

Airlines and corporate buyers are signing long-term agreements despite premium costs, signaling commitment and providing project finance certainty.

Major Commitments:

• United Airlines: $4.7 billion SAF purchase agreement
• Delta: 10-year agreement for 700 million gallons
• British Airways: Partnership with LanzaJet, Velocys
• Lufthansa Group: 1.8 million tonnes by 2030

Corporate Buyer Programs:

• Microsoft: Flight carbon fund purchasing SAF certificates
• Deloitte, BCG, McKinsey: Business travel SAF programs
• Aviation Coalition: Tech companies pooling demand

Investment Landscape:

• Project finance: $50+ billion announced through 2030
• Venture capital: 50+ SAF startups funded
• Oil major participation: Shell, BP, TotalEnergies in SAF production

Action Checklist

• Assess SAF mandate exposure by geography and timeline
• Evaluate feedstock pathways and supplier landscape
• Develop SAF procurement strategy (physical vs. certificates)
• Engage with book-and-claim systems and verification providers
• Consider corporate SAF purchase programs for business travel
• Track e-fuel cost trajectories and project development
• Plan for long-term offtake agreements to secure supply
• Monitor regulatory developments and compliance options

FAQ

Will there be enough SAF to meet 2030 mandates? Physical SAF supply will fall short by 50-70%. The gap will be addressed through book-and-claim systems, mandate flexibility mechanisms, and potential deadline extensions.

What is the cost premium for SAF? Current SAF costs 2-5x conventional jet fuel depending on pathway. HEFA is cheapest (2-3x), e-fuels most expensive (4-6x). Costs are expected to decline but will remain at premium through 2030.

Should airlines buy physical SAF or certificates? Both will be needed. Physical SAF for mandated blends where required. Certificates for additional decarbonization claims and corporate buyer programs. Book-and-claim provides flexibility while physical supply scales.

When will e-fuels be cost-competitive? E-fuels may reach $1,500-2,000/tonne by 2030 in optimal locations (cheap renewable electricity, concentrated CO₂). Cost parity with conventional jet fuel (under $1,000/tonne) is unlikely before 2040.

What's the role of hydrogen-powered aircraft? Hydrogen aircraft (fuel cell or combustion) could serve regional routes (under 1,000 km) by 2035-2040. SAF remains the solution for long-haul aviation where hydrogen's energy density limitations are prohibitive.

Sources

1. International Air Transport Association. "SAF Production and Offtake Agreements Report." IATA, 2024.
2. International Council on Clean Transportation. "Vision 2050: SAF Pathways." ICCT, 2024.
3. International Energy Agency. "The Role of E-Fuels in Decarbonising Transport." IEA, 2024.
4. European Commission. "ReFuelEU Aviation Implementation Status." EC, 2024.
5. World Economic Forum. "Clean Skies for Tomorrow Coalition Report." WEF, 2024.
6. BloombergNEF. "Sustainable Aviation Fuel Market Outlook." BNEF, 2024.