Refuel regs

 

Boosting SAF uptake in air transport

As part of the ‘Fit for 55’ package, the Commission proposed to boost the uptake of sustainable aviation fuels (SAF) in air transport.

SAF have a significant role to play in the decarbonisation of the sector, but currently their share in EU aviation is negligible. At 0.53%



To meet carbon reduction targets by 2050 accelerating SAF development and use is the best option to decarbonise aviation. The refuel regulations for the EU.

Up till now, refiners have successfully used used cooking oils and animal fats to make bio saf.

The feed stock for BSF of used cooking oil affect is limited in his availability. To continue to meet demand for sustainable aviation fuel suppliers must use more challenging feed stocks by residues or renewable green hydrogen with CO2 for the carbon. 

We have signed up to take the sewage for fuel from Greenfly. Where will the rest come from?


One answer could be power to liquid where renewable power is used to create green hydrogen combine with carbon carbon dioxide into the hydrocarbon for fuel

ESAF Made using power to liquid technology uses solar and wind power to split water into green hydrogen and then combines that with carbon from carbon dioxide using the ft process.

Technologies and have high technology readiness levels.

« International aviation contribute after 22% of global carbon emissions by 2050 »

These types of fuels are direct drop in fuels with compatible energy densities to kerosene so there is no extra cost of modify aircraft or the fuel supply infrastructure. 

Not only does this mean that the feels can be used to meet the calm reduction demand of the immediate future before hydrogen or electricity propelled aircraft can be developed. More over they meet the requirements of annex IX of the refuel regulations.

Evolving and diverse feedstocks

The EU refuel regulation states that a wide pool of eligible feedstocks is essential to maximise the potential for scaling up south production of affordable costs While simultaneously guaranteeing its sustainability.

The regulation exclude certain types of feed stock unless it is in annex ix of directive EU 2018/2001, And meets all conditions of the annex.

Importantly, the regulation states that the list of feedstocks must not be static but must evolve overtime to include new sustainable feed stock in line with the directive.


You can find more information on Sustainable Aviation Fuels, in our previous article on EASA Light.

All flights from EU airports to use SAF

The proposed rules set out EU-level harmonised obligations on fuel suppliers and airlines to scale up the uptake of SAF, by introducing a mandate applied to all flights departing from European airports.

This means that every flight leaving the larger EU airports, will carry a minimum amount of SAF, no matter whether the airline is an EU airline or not.

The table below shows the binding SAF targets, starting with 2% in 2025 and reaching 5% in 2030.

In order to meet the EU’s climate objectives, it is expected that by 2050, at least 63% of all aviation fuel used for flights departing from EU airports should be SAF.

Synthetic fuels (or e-fuels) will play a major role in the decarbonisation of the air transport market and have great potential. The proposed rules therefore set a sub-target to ensure that a certain amount of SAF used are synthetic fuels (see green reference in table).


What sorts of SAFs are considered?

Looking at the range of SAFs and their respective feedstock, the regulation considers the following SAF categories:

  • So-called advanced biofuels, which are fuels that are produced from feedstock listed in Annex IX, Part A of the Renewable Energy Directive
  • Fuels produced form feedstock listed in Part B
  • Synthetic Aviation fuels (Power-to-Liquid or e-fuels)

The fuels also need to comply with the sustainability and greenhouse gas emissions criteria laid down in the Renewable Energy Directive.

Synthetic Aviation Fuels (or e-fuels)

Synthetic fuels, e-fuels or Power-to-liquid (PtL) fuels are fuels made from renewable sources other than biomass, e.g. wind and solar power. As a basic explanation, the renewable energy and water are used in an electrolyser to produce hydrogen, which is subsequently synthesised with CO2 into syngas. The resulting syngas is then further processed into fuel.

Long-term policy for SAF

As this represents an important challenge, the objective of the proposed Regulation is to provide a long-term policy to ensure that the aviation single market is well equipped for the mandatory blending of SAF into conventional kerosene and provides the necessary push for investments to increase SAF production capacity.

EASA’s task – monitoring & reporting

Within this proposal, EASA is tasked with monitoring and reporting tasks which will ensure the obligations are met and that will provide important insights into the evolving and growing SAF market.

This regulation will be an important pillar in making aviation fit for the future by ensuring a well-functioning market providing sustainable mobility for benefits of citizens. It will position EU as the global leader on cutting-edge transport fuels and, most importantly, offer substantial climate benefits by significant in-sector emissions savings.


Total shares in fuel mix

 2025203020322035204020452050
Percentage of SAF used in air transport:2%6%6%20%34%42%70%
Of which: sub-mandate Synthetic fuels (or e-fuels):-0.7%1.2%5%10%15%35%


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