SAF  |  Efforts to Commercialize Domestically Produced Sustainable Aviation Fuels

Aviation is one of the more challenging industries when it comes to transitioning to things like electricity and hydrogen, however there is growing interest throughout the industry (both in Japan and around the world) to adopt sustainable aviation fuels (SAFs).

SAFs are biofuels made from used cooking oils, animal fats, alcohols, such as ethanol derived from vegetable, hydrogen and other feedstocks, oils and so on. By mixing them with traditional jet fuel, they can drastically cut an aircraft's CO₂ emissions. Furthermore, they are compatible with existing engines and other aviation equipment and infrastructure.

The background behind the aviation industry's acceleration towwards decarbonization efforts is the CORSIA framework adopted by the International Civil Aviation Organization. The original aims of CORSIA, which stands for Carbon Offsetting and Reduction Scheme for International Aviation, were to improve the global industry's fuel efficiency by an average of 2% per year and keep its GHG emissions from increasing beyond 2020 levels. Countries and regions around the world have set their own targets to adopt SAFs. For example, the US and EU are aiming to replace for 100% and 70% of their respective total aviation fuel usages with SAF by the year 2050, while Japan is shooting for 10% of its total aviation fuel usage by the year 2030.

In 2020, the production volume of SAF was less than 1% of the world's aviation fuel usage, but with their demand expected to grow rapidly in the years ahead, for the sake of stability and competitive pricing, the commercialization of domestically produced SAF is desired in Japan.
Furthermore, we will likely see greater impetus to forge SAF supply chains in the near future, including advances in production technologies, lower manufacturing costs, and methods of sourcing raw materials that are more conducive to large-scale increases in production.

Hydrogen  |  Transporation Sector Key to Growth with Clean-tech Trump Card

Hydrogen plays a central role in next-generation energy, and there are great expectations surrounding its future and potential applications.

In addition to emitting no CO₂ when used as a fuel or power-generation feedstock, hydrogen has many benefits as a source of energy. For example, it can be produced from a wide variety of resources, such as water (through water elecrolysis), natural gas and other fossil fuels (through reforming) and even sewage sludge and plastic waste (the techniques for which are currently being researched). It also has numerous applications, examples being in fuel cells to generate electricity, heat, and power, as a raw material in the manufacturing and chemicals industries, and (as mentioned) as a feedstock for power plants.

However, many challenges must be overcome before hydrogen can be used more widely, such as its high manufacturing and transportation costs, the relative scarcity of hydrogen stations and its other related infrastructure, and the need for new ways to transport it.

CCUS  |  Helping Japan Reach its "Net-zero" Goal

Even if progress is made in electrification, hydrogen, SAFs and all other approaches to decarbonization, they will only go so far in reducing our carbon footprint. There are certain areas where using new technologies is prohibitively difficult or costly.

One field of technologies that is being heralded as revolutionary is carbon capture, utilization and storage (CCUS).

First parts are separating and capturing CO₂ from the exhaust gases emitted by thermal power plants, factories and other industrial sites. Other parts (CCS) then store the CO₂ in deep geological formations such as depleted oil or gas fields, and still other parts (CCU) are designed to effectively utilize the captured CO₂. For example, it can be used to make things like concrete, biofuels, chemicals, and CO₂ gas, or to increase oil production by pressure pumping it into oil fields.

But before society can use CCUS systems on a broader scale, their costs must be brought down and value chains constructed, both here in Japan and around the world.

Ammonia  |  Forging a Supply Chain to Span Myriad Applications

Ammonia is often used as a raw material in the production of fertilizers and chemicals, but because it does not emit CO₂ when burned, in recent years it has also been attracting interest in the energy sector, where it can be used directly as a power-generation feedstock or indirectly as a hydrogen carrier.

As mentioned, the key next-generation, carbon-zero energy source is hydrogen, but its low molecular weight means that it can easily escape from tanks and pipelines. Its other characteristics (such as its tendency to burn very quickly) also make it extremely difficult to transport, store and use. This is where so-called "hydrogen carriers" come into play. These organic compounds can transport and store atoms of hydrogen more efficiently by absorbing and releasing it through chemical reactions.

Ammonia (NH3) is synthesized by reacting atmospheric nitrogen (N) and hydrogen (H). In addition to preventing CO₂ emissions during combustion (when used as an energy feedstock), ammonia's physical properties are such that it can absorb a high concentration of hydrogen, even compared to other carriers. Furthermore, because it has long been commercially traded and used, it is compatible with existing merchant vessels, tanks and other infrastructure, plus the technologies to handle it safely and securely are already in place.

On the other hand, the lack of an adequate supply structure remains a concern. At present, Japan consumes roughly one million tons of ammonia per year, but its government anticipates domestic demand to grow to three million tons by 2030 and 30 million tons by 2050. Expanding the ammonia supply chain is therefore an urgent matter, both at home and abroad.