First SAF Plant Started in the Netherlands: How It May Affect Air Travel

KLM and SkyNRG marked the official start of construction of DSL-01 in Delfzijl on May 28, 2026 - the first plant in the Netherlands fully dedicated to the production of sustainable aviation fuel (SAF). For tourists, this news is important not because it will change a specific flight tomorrow, but because such projects gradually shape the new economy of air transport in Europe: from ticket prices and environmental levies to the strategy of major hubs like Amsterdam Schiphol.

Sustainable aviation fuel has long been present in airline statements, but the SAF market still faces a major problem: it is scarce, expensive, and production requires significant investment and long-term commitments from carriers. That is why the start of construction of the Dutch plant DSL-01 is significant not only for KLM, but for the entire tourism industry. Aviation remains one of the key ways of international travel, and the future rules, costs, and route competitiveness will depend on how quickly the market can scale new types of fuel.

What Happened in Delfzijl

According to reports from KLM and SkyNRG, construction of DSL-01 has officially begun in Delfzijl in the north of the Netherlands - a plant that is intended to produce sustainable aviation fuel and related renewable products. SkyNRG describes the project as the first facility in the Netherlands fully dedicated to SAF production, as well as the first commercial SAF plant of this scale in the world to receive non-recourse project financing. To a non-specialist, this sounds technical, but the practical meaning is simple: investors and lenders are beginning to view industrial SAF production not as an experiment, but as a funded infrastructure business.

After reaching full capacity in 2028, the plant, according to SkyNRG, is expected to produce about 100,000 tons of SAF per year and approximately 35,000 tons of sustainable by-products. The HEFA pathway is planned for production, meaning the processing of residual fats, oils, and similar raw materials. KLM has announced a long-term commitment to purchase at least 75,000 tons of fuel per year, which represents 75% of the plant's expected output. The company estimates its long-term participation in the project at nearly 3 billion euros.

It is also important that KLM was a co-founder of SkyNRG back in 2009. This means it is not a one-time purchase for an image campaign, but a long chain of actions: creating an SAF supplier, developing the market, financing production, and the future use of fuel in the airline's operations.

Why SAF Became a Key Topic for Aviation

SAF is not a separate type of aircraft and not a new format of travel. It is a fuel that can be blended with conventional aviation kerosene and used in current aircraft within certified norms. Its main advantage is not that it creates no emissions during flight, but in its lower life-cycle emissions: from the production of raw materials to combustion in the engine. KLM notes in its announcement that depending on the process and raw materials, the reduction in life-cycle CO2 emissions can be at least 65% and reach over 90% compared to conventional kerosene.

For passengers, this is important for two reasons. First, more and more countries and regulators are linking aviation to climate goals, meaning airlines will have to meet requirements regarding the share of SAF in fuel. Second, SAF is currently more expensive than traditional fuel. KLM explicitly states that today it costs approximately three to four times more than fossil kerosene. If production does not grow, airline costs may pressure tariffs, especially on routes where regulatory requirements will be stricter.

Thus, the construction of DSL-01 is important not only as an environmental project. It is part of the future price and operational stability of airlines. The more plants, contracts, and clear supply rules there are, the higher the chances that SAF will become more affordable and predictable for carriers, rather than remaining an expensive, scarce resource.

How This Relates to EU Rules

The European Union has already created the ReFuelEU Aviation regulatory framework. It requires aviation fuel suppliers to gradually increase the share of SAF in the fuel supplied to EU airports. The European Commission specifies a base minimum share of 2% SAF from 2025 and long-term growth to 70% by 2050. The regulation also provides for a separate share of synthetic aviation fuels from 2030.

For tourists, this policy may seem distant, but it directly affects the aviation market. If every major EU airport must gradually ensure access to SAF, then carriers need to plan their fleet, purchases, routes, and prices taking into account the new fuel. Airports, for their part, must prepare infrastructure for storage and refueling. That is why the appearance of production capacities in the Netherlands has strategic importance: it reduces dependence on imports and creates a local source of fuel for one of Europe's largest aviation markets.

ReFuelEU also aims to reduce the risk of so-called tankering, where an aircraft takes extra fuel at one airport to avoid more expensive refueling at another. Such practices increase the aircraft's weight and can increase emissions. For the passenger, this is not visible during booking, but for airlines, it is part of the daily economics of flights.

What This Means for Amsterdam and KLM

Amsterdam Schiphol is one of the most important transit hubs in Europe, and KLM is its main network carrier. Therefore, stable SAF supplies are significant not only for individual flights from the Netherlands, but for the entire logic of connections via Amsterdam. Tourists use Schiphol as a gateway to the Netherlands, a transit point for long-haul flights, and a starting point for trips across Europe.

If you are planning a trip through the Netherlands, it is useful to check basic information on the Amsterdam Schiphol Airport (AMS) page, and before departure or connection - the flight status via the AMS online board. For those staying near the airport before an early flight, a page with hotels near Amsterdam airport is available, and for the ground part of the route, car rental in AMS and transfers and taxis from Schiphol may be useful.

For KLM, the DSL-01 project is also a tool for fulfilling climate commitments and competitive struggle. The airline will be able to show that its decarbonization is based not only on offset programs or fleet updates, but also on real contracts with a fuel producer. At the same time, the company itself admits that one plant is not enough. To achieve the Dutch goal of 14% SAF blending by 2030, additional projects, government support, and wider availability of raw materials will be needed.

Will Travel Become More Expensive

Short answer: the start of plant construction itself does not mean an immediate increase in ticket prices, but it is part of a process that will affect the tariff structure in the future. SAF is more expensive than conventional fuel, and fuel is one of the largest expense items for airlines. If the share of SAF in the fuel mix grows faster than production and market competition, some costs may be reflected in prices, fees, or corporate tariffs.

At the same time, scaling production has the opposite effect: it should reduce the deficit and help the market move toward lower costs. That is why new plants are important for passengers even when they do not see SAF during the booking process. This is similar to airport infrastructure or new aircraft: the result manifests not in one day, but through schedule stability, route availability, greater choice, and less vulnerability to regulatory shocks.

For tourists, the practical conclusion is simple: in the coming years, the environmental component of air tickets will become more noticeable. Some airlines already offer voluntary contributions for SAF or corporate programs for business travelers. But the main impact for the mass passenger will likely come through EU rules, airline purchases, and the gradual change in fuel costs.

What Risks Remain

Despite the optimistic tone of KLM and SkyNRG's statements, the SAF market has several open questions. First - raw materials. HEFA processes often use waste oils, residual fats, and similar materials, but their quantity is limited, and demand from various industries is growing. Second - price. As long as SAF is several times more expensive than fossil fuel, it is difficult for airlines to sharply increase its share without support or without passing some costs to customers. Third - scale. 100,000 tons per year is a significant capacity for a single plant, but not enough for all European aviation.

There is also the issue of passenger perception. Tourists are increasingly interested in the impact of travel on the environment, but at the same time remain sensitive to price. Therefore, airlines will have to explain what differentiates SAF from emission offsets, why it is more expensive, and exactly how it is used. Transparency will become an important part of trust: passengers must understand whether it is real fuel in the supply chain or a general marketing statement.

Conclusion

The start of construction of the first Dutch SAF plant DSL-01 is news with a long horizon of impact. It does not change the boarding rules for a flight and does not guarantee cheaper tickets this season, but it shows where the European aviation market is moving. The production of sustainable fuel is moving from presentations and pilot programs to industrial facilities, long-term contracts, and regulatory commitments.

For tourists, the main point is that future air travel will increasingly depend not only on schedules, fleet, and demand, but also on the availability of cleaner fuel. For the Netherlands and KLM, this is a way to strengthen Amsterdam's role as a major hub under new climate rules. For the wider market, it is a test of whether SAF can become a real tool for mass aviation, rather than an expensive exception for individual flights.