National Guidelines on Sustainable Aviation Fuel (SAF)

Concerning Sustainable Aviation Fuel (SAF)

It serves as a bio-based substitute for fossil-derived jet fuel and can be created from non-edible oils, recycled cooking oil, algae, and agricultural by-products.

Necessity for a National Policy on SAF

Worldwide Compliance & Facilitating International Certification: ICAO's CORSIA will be obligatory for participating countries starting in 2027.

Airlines that conduct international flights among ICAO member countries must offset their carbon emissions exceeding a specified baseline, guaranteeing adherence to global emissions reduction objectives.

India presently does not have a Life Cycle Assessment (LCA) standard within the CORSIA framework, in contrast to Brazil (sugarcane) and the US (corn).

Possibilities and Prospects

India has suggested blending goals of 1% by 2027, 2% by 2028, and 5% by 2030 for Sustainable Aviation Fuel (SAF) in Aviation Turbine Fuel (ATF), starting with international flights.

To meet the 5% SAF blending goal by 2030, approximately 6 billion liters of ethanol would be needed, assuming no other feedstocks are taken into account.

Support for Feedstock Cultivation & Supply Chain Enhancement: As per Deloitte’s 2024 report ‘Green Wings: India’s Sustainable Aviation Fuel Revolution in Progress’:

India has the potential to generate 8–10 million tonnes of SAF each year by FY40.

Required investments: ₹6–7 lakh crore ($70–85 billion).

Potential for emission reduction: 20–25 million tons each year.

The Indian Sugar and Bio-energy Manufacturers Association (ISMA) is focusing on blending methods.

It has collaborated with The Energy and Resources Institute (TERI) to perform a Life Cycle Assessment (LCA) of sugarcane-derived SAF using syrup, molasses, and bagasse.

Obstacles

Cost and Classification: SAF is approximately three times more expensive than traditional jet fuel, whereas synthetic SAF (Power-to-Liquid) may be seven times pricier.

SAF remains categorized as a fossil fuel, and its reclassification within the bioenergy sector would enable access to current incentives, like those available under the Gobardhan scheme.

Technological Disparities: The production of SAF necessitates sophisticated infrastructure and research and development.

Regarding Sustainable Aviation Fuel (SAF)

It acts as a bio-based alternative to fossil-derived jet fuel and can be produced from non-food oils, repurposed cooking oil, algae, and agricultural waste.

Need for a Nationwide Strategy on SAF

Global Compliance & Enabling International Certification: ICAO's CORSIA will be mandatory for member countries commencing in 2027.

Airlines operating international flights between ICAO member nations must compensate for carbon emissions surpassing a defined threshold, ensuring compliance with global emissions reduction targets.

Currently, India lacks a Life Cycle Assessment (LCA) standard under the CORSIA framework, unlike Brazil (sugarcane) and the United States (corn).

Opportunities and Outlooks

India has proposed combining targets of 1% by 2027, 2% by 2028, and 5% by 2030 for Sustainable Aviation Fuel (SAF) in Aviation Turbine Fuel (ATF), initially focusing on international flights.

To achieve the 5% SAF blending target by 2030, around 6 billion liters of ethanol would be required, assuming other feedstocks are not considered.

Assistance for Feedstock Growth & Supply Chain Improvement: According to Deloitte’s 2024 report ‘Green Wings: India’s Sustainable Aviation Fuel Revolution in Progress’:

India can produce 8–10 million tonnes of SAF annually by FY40.

Necessary investments: ₹6–7 lakh crore ($70–85 billion).

Capacity for lowering emissions: 20–25 million tons annually.

The Indian Sugar and Bio-energy Manufacturers Association (ISMA) is concentrating on blending techniques.

It has partnered with The Energy and Resources Institute (TERI) to conduct a Life Cycle Assessment (LCA) of sugarcane-based SAF utilizing syrup, molasses, and bagasse.

Barriers

Cost and Classification: SAF costs around three times more than conventional jet fuel, while synthetic SAF (Power-to-Liquid) could be seven times more costly.

SAF continues to be classified as a fossil fuel, and its reclassification in the bioenergy sector would provide access to existing incentives.