Rwanda

Rwanda's 2023 ICAO/EU Phase II feasibility study (author Dr. Jon McKechnie) concludes the country has no SAF value chain in place — it is at the pre-feasibility/assessment stage across every stage. Feedstock is the binding constraint: croplands are prioritized for food security (20% food-insecure, 35.8% undernourished), agricultural residues (~1.12 Mt/yr) are fully used for feed/energy/materials, waste oils (UCO ~26,000 L/month, tallow) are tiny, and MSW (only ~400 t/day collected in Kigali, no transfer stations) is the most promising route but still well below commercial scale. There is NO SAF production, blending, certification, registry, or demonstration flight activity. All aviation fuel is imported finished (no refining capacity; 92.9% via Tanzania's Central Corridor, 7.1% via Kenya's Northern Corridor) with off-shore certification by chain of custody. Jet demand was 59 kt in 2019 but the new Bugesera (Kigali) International Airport could lift demand to ~519 kt (Phase 1) and ~1,228 kt (Phase 2). Finance institutions exist for the green economy (Ireme Invest via BRD + Rwanda Green Fund, AfDB, GCF, World Bank IDA, RDB incentives) but NONE has an SAF-specific commitment — RGF has explicitly NOT funded any renewable liquid fuel/SAF project. The uplift_flight stage has a clear named claimant (RwandAir) and fuel logistics actors (SP Aviation, RAC, ATL), making it the best-populated stage despite no SAF actually flying. Light 2025-2026 web research surfaced no new SAF production, offtake, or financing developments specific to Rwanda.1