LThe data is hardly encouraging when we talk about sustainable aviation fuels (SAF). In question, the few projects from aviation players added to the lack of will on the part of the large oil groups, to according to the first edition of the observatory launched by the NGO Transport & Environment (T&E) on the issue.
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Half of the companies have no project
This observatory currently lacks depth, being in its first year of accounting, based on data established between 2023 and October 2024, and not offering visibility on the evolution of use for the moment (it will be updated regularly thereafter). Nevertheless, the observation by T&E is clear: out of 77 companies listed, 67 do not obtain a single point (out of 100) in a scale based on the reduction in emissions expected thanks to the use of SAF, the share of advanced biofuels ( whose production does not compete with food or contribute to deforestation) and the share of synthetic fuels (electro-fuels, called e-SAF, obtained from carbon and hydrogen from the electrolysis of water with renewable or low-carbon electricity). Bonus or penalty points then complete the rating.
Among these poor performers, 37 do not even have any commitment in terms of SAF, as explained by Camille Mutrelle, aviation project manager within T&E. A « top 10 » nevertheless emerges, composed solely of European and North American companies, including the IAG group (British Airways, Iberia, etc.), the low-cost company Wizz Air, the carrier DHL and the American giants United Airlines and Delta Air Lines. They obtain a grade of C, corresponding to a result of between 25 and 50 points, with the exception of Air France-KLM which obtains 61 points (grade B).
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Air France-KLM, the good student
This ranking thus confirms the ambitions – and declarations – of the French group which claims to be the main consumer of SAF in the world, both in absolute value (87,000 tonnes in 2023) and in percentage of incorporation (1.1% of its total fuel). Contacted by The TribuneVincent Etchebehere, director of sustainable development at Air France-KLM, did not directly comment on this result, but nevertheless provided some additional elements. He specifies that his group represents 16% of global SAF consumption for only 3% of aviation activity.
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Vincent Etchebehere indicated that Air France-KLM would not communicate until the beginning of 2025 on its SAF consumption in 2024. He nevertheless assured that the group is continuing the ramp-up strategy adopted since 2022 and assured that it had “a very high degree of confidence” to achieve the minimum incorporation of 2% set by the European Union. Camille Mutrelle, for her part, indicates that the group mainly sources fuel made from used oils. She thus specifies that traceability remains an issue to certify the “used” nature of these oils, with a high risk of fraud upstream of the chain located particularly in China.
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T&E notes that Air France-KLM is, here too, in the best position to comply with the European mandate which must increase to 6% in 2030 (including 1% from e-SAF). According to its observatory, the group has secured almost 5% incorporation with the purchases already made and the memoranda of understanding signed with four e-SAF project leaders, namely Elyse Energy, EDF, Engie and the SAF+ consortium. Vincent Etchebehere confirms for his part that he has made between a third and half of the way to reach the 10% incorporation mark in 2030, beyond the bar set by Brussels (which earned him bonus points in the ranking) .
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Quantity or quality
Behind, the differences are significant. According to T&E, Wizz Air has secured just over 3% incorporation for 2030, Virgin Atlantic, Finnair and IAG are between 2 and 2.5%, while Lufthansa is only at 0.25%. The NGO estimates that “At the moment, airlines have purchased enough SAF to replace 1.3% of their total projected fuel consumption in 2030”. This is half as much as North American companies, even if Camille Mutrelle specifies that sustainability criteria across the Atlantic are often restrictive with a large share of biofuels from food or fodder crops and very little e-SAF. The latter should only reduce their emissions by 1.2% thanks to sustainable fuels by 2030, compared to 2.2% for their European counterparts.
If T&E criticizes the low purchasing volumes of companies, or the few commitments for e-SAF, the NGO does not place responsibility for the situation solely on the airline sector. She thus points to the lack of sustainability criteria in regulations, as in the United States for example, even if the level of subsidies can vary depending on the sustainable benefit. Camille Mutrelle thus welcomes the European regulations, binding with incorporation mandates and strict criteria, as the most effective to date.
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The T&E especially denounces the lack of involvement of large oil groups, with a supply problem. “This is quite significant on the production projections of oil companies”points out Camille Mutrelle, who highlights the very low percentage of SAF in aviation fuel volumes, as well as the absence of these majors in e-SAF projects which are currently only supported by start-ups.
Vincent Etchebehere wants to be more moderate. He estimates, for example, that reaching the 10% SAF mark in 2030 is “a huge challenge”because you need the necessary volumes and competitive prices. However, he adds that estimates point to global production of 15 million tonnes in 2030, when demand is expected to reach 20 million tonnes. Which should definitely complicate things. But, he says he spends a lot of time “to discuss with all energy companies”including large groups, on the need to develop these SAF and e-SAF sectors which require “collective efforts” and without which air travel has no alternatives to decarbonize. “Now is the time to move forward and the global map of the SAF is taking shape”he concludes.
