Sustainable Aviation Fuel (SAF)

SAF is aviation fuel made through qualifying alternative production pathways, with sustainability assessed across its lifecycle. It is distinct from ethanol–petrol blends: ethanol cannot be used directly as jet fuel. JBE is exploring how its proposed second-generation bioethanol plant could support an ethanol-to-jet, or alcohol-to-jet (ATJ), pathway. This remains a development opportunity, not a claim of operating SAF production or certified fuel supply.

An ATJ facility converts ethanol into hydrocarbons suitable for an aviation-fuel component. It requires additional process units beyond the fermentation, distillation and ethanol dehydration equipment shown in the proposed plant illustration.

• Dehydration — chemically convert ethanol into ethylene; this is different from removing water to dry ethanol
• Oligomerisation — combine smaller molecules into longer hydrocarbon chains
• Hydrogenation and fractionation — use hydrogen to stabilise the hydrocarbons, then separate the required jet-fuel fraction
• Qualification and blending — the component must meet the applicable ASTM D7566 pathway requirements and permitted blend limit; the finished fuel must meet the relevant jet-fuel specification, such as ASTM D1655

SAF can help reduce aviation’s reliance on fossil-derived fuel while using existing aircraft and fuel infrastructure when the finished fuel meets the required specifications. Environmental benefits are not automatic: feedstock sourcing, land-use effects, process energy, hydrogen and transport all influence the result.

• Lifecycle carbon — a qualifying biomass-based pathway may reduce lifecycle greenhouse-gas emissions relative to conventional jet fuel; combustion still releases CO₂
• Residue value — responsibly sourced agricultural and forestry residues can provide non-food feedstocks, subject to soil, biodiversity and competing-use considerations
• Fuel diversification — alternative feedstocks can broaden the aviation fuel supply base
• Measured performance — lifecycle assessment and supply-chain traceability are needed to substantiate sustainability claims; JBE states no guaranteed emissions-saving percentage

JBE’s proposed 50,000-tonnes/year second-generation bioethanol plant could provide the ethanol intermediate for a separate downstream ATJ facility or a qualified conversion partner. The plant shown produces ethanol, not finished SAF. Allocation between road-fuel blending and aviation-fuel conversion would depend on technical feasibility and commercial agreements.

• Upstream role — receive suitable non-food biomass, release fermentable sugars and produce ethanol for a downstream converter’s agreed specification
• Additional development — assess ATJ technology, hydrogen supply, utilities, conversion equipment, quality control and fuel logistics
• Project assessment — evaluate feedstock traceability, lifecycle emissions, applicable sustainability schemes, permits and potential offtake
• Capacity and status — 50,000 tonnes/year is proposed ethanol output only; SAF output would depend on conversion yield and allocation. No SAF capacity, selected technology partner, certification or airline supply is confirmed

Ethanol Blending leads the proposed upstream bioethanol project. SAF development requires its own conversion technology, engineering and qualification; the two divisions have distinct scopes and enquiries.

Discuss exploratory technology, engineering, investment, sustainability assessment or potential offtake. Technical scope and commercial commitments remain subject to feasibility and approvals.