The EIA renewable diesel projections are based on a couple of things – who plans to make it and who will pay for it. All eyes are focused on the California market today as that is where the incentive lies – through the LCFS credit – and production plans plateau associated with that opportunity. As other states in the US adopt similar programs – which seems likely – we would expect to see production plans increase and the EIA will likely adapt its market view model and the chart will change. Note the dominance of renewable diesel over time, and this is where we would expect all future growth to occur. The plug-and-play nature of renewable diesel makes it a far more attractive option for refiners assuming the cost works. See more in today's daily report.
We view the hydrogen tax credit discussed in today's daily report as potentially very harmful, as it could give life to projects that will further increase demand on a renewable energy industry that has finite limits to its rate of growth. The credit could encourage inherently uneconomic projects – even with a longer-term “abundant power” view. If the incentives are used to back clean rather than green projects it would make more sense as blue hydrogen could be produced in very large quantities without breaking the bank and would allow constrained renewable power investments to focus on other harder to decarbonize power needs. If the hydrogen subsidy could be added to the 45Q sequestration credit we would likely see a wave of blue hydrogen investments in the US – primarily aimed at decarbonizing industrial applications and refining.
We have spent a lot of time in our ESG and Climate work talking about the huge impending challenge of producing enough sustainable aviation fuel to meet airlines desired needs for 2030 and beyond and we highlighted a Ryanair release yesterday that suggested that the company would struggle to meet its 12.5% goal by 2030. The Honeywell schematic in the exhibit below is one of many different processes that are being considered to meet both the demand for sustainable aviation fuel and renewable diesel and gasoline demand. With gasoline more likely to be replaced with increased numbers of EVs over time, we believe that the sustainable fuel focus will switch to aviation as the main priority, and we will need every technology that we can get to meet the volume needs. Waste oil and vegetable oil, with carbon capture around the refining process, is one route, fermentation-based processes are another, and waste to oil is a third, although we remain skeptical about the reliability and economics around a waste gasification-based approach.