據(jù)鉆機地帶1月11日報道，根據(jù)代表《交通與環(huán)境》(T&E)的一項新研究顯示，歐洲石油巨頭對氫作為未來運輸燃料的賭注實際上并不是那么大。

由Ricardo能源與環(huán)境公司開展的這項研究表明，對生物燃料提煉的投資要高出8倍。基于此，T&E指責石油生產(chǎn)商對投資真正清潔的燃料并不認真，而是選擇了簡單、不可持續(xù)的生物燃料選項。

歐洲石油巨頭殼牌、英國石油、道達爾、埃尼和雷普索爾都在投資氫燃料，但其中只有一部分是真正的“綠色”。該研究顯示，它們的大部分投資都用于降低煉油業(yè)務(wù)的碳強度，而不是開發(fā)綠色運輸燃料。

T&E電力和能源經(jīng)理吉特·德科克（Geert Decock）表示，石油生產(chǎn)商正在將氫作為他們未來的大賭注，但他們對綠色氫的投資少得可憐。相反，他們將新的煉油能力集中在生物燃料上，而生物燃料無法可持續(xù)地滿足世界的運輸需求。這不是一個突破清潔技術(shù)界限的行業(yè)。

據(jù)研究顯示，隨著越來越多的汽車轉(zhuǎn)向電動，到2035年，歐盟公路運輸?shù)氖托枨髮⑾陆到种弧?035年起，汽油需求將繼續(xù)下降5%。許多現(xiàn)有的煉油能力將需要關(guān)閉，或者為避免成為擱淺資產(chǎn)，將其轉(zhuǎn)化為加工替代燃料。

到2030年，煉油行業(yè)計劃在替代燃料方面投資420億美元，其中近75%將用于增加生物燃料產(chǎn)量。僅在新的先進生物燃料工廠上就將投資約21.5億至32億美元，到2030年，生產(chǎn)能力將翻一番，達到1000萬噸。

根據(jù)T&E的分析，這比歐盟可持續(xù)采購高四倍。這可能會導(dǎo)致從其他行業(yè)獲取有限的“廢物”產(chǎn)品，如動物脂肪，以及從國外大量進口可疑的食用油。

煉油是當今氫的主要使用者之一，大多數(shù)使用的是從化石燃料中提取的碳密集型灰氫。根據(jù)這項研究，石油公司正在投資約70億美元用于所謂的“低碳”藍氫，以凈化他們的生產(chǎn)過程。這是他們用于生產(chǎn)綠色氫燃料和e-燃料的兩倍，這些燃料可用于清潔航空和航運。

Decock總結(jié)道，在石油生產(chǎn)商投資氫氣的地方，大多數(shù)都將用藍氫取代骯臟的灰色氫氣生產(chǎn)，藍氫仍然使用污染性的化石氣。煉油商不應(yīng)將時間浪費在簡單、短期的解決方案上，而應(yīng)改為生產(chǎn)綠色氫氣和用于船舶和飛機的e-燃料。

郝芬 譯自 鉆機地帶

原文如下：

Oil Majors Investing 8 Times Less In Hydrogen Than In Biofuels

European oil majors’ big bet on hydrogen as the transport fuel for the future is not so big in reality, according to a new study on behalf of Transport & Environment (T&E).

The study carried out by Ricardo Energy & Environment, the study shows that investments in biofuels refining are eight times bigger. based on that, T&E accused oil producers of not being serious about investing in genuinely clean fuels but choosing the easy, unsustainable biofuels option.

Where Europe’s oil giants Shell, BP, Total, Eni, and Repsol are investing in hydrogen, but only part of this is truly ‘green’. Most of their investments are going towards decreasing the carbon intensity of their refinery operations, not for developing green transport fuels, the study shows.

“Oil producers are promoting hydrogen as their big bet for the future, but their investments in green hydrogen are pitiful. Instead, they are focusing their new refining capacity on biofuels which cannot sustainably supply the world’s transport needs. This is not an industry pushing the boundaries of clean technology,” Geert Decock, electricity and energy manager at T&E, said.

Oil demand for road transport in the EU will fall by almost a third in 2035 as more cars switch to electric, the study shows. From 2035, demand for petrol will continue to drop 5 percent year on year. Much current refining capacity will need to close or, to avoid becoming stranded assets, be converted into processing alternative fuels.

Of the refining sector’s $42 billion in planned investments for alternative fuels up until 2030, almost 75 percent will go towards increasing biofuel production. Some $2.15 to $3.2 billion will be invested in new advanced biofuel plants alone, doubling production capacity to 10 megatons by 2030.

This is four times higher than what can be sustainably sourced in the EU, according to T&E’s analysis. This will likely lead to limited ‘waste’ products like animal fats being taken from other industries, as well as mass imports of dubious used cooking oil from abroad.

Oil refining is one of the main users of hydrogen today, with most using carbon-intensive grey hydrogen made from fossil fuels. According to the study, oil companies are investing around $7 billion in so-called ‘low carbon’ blue hydrogen to clean up their production processes. This is double what they are spending on producing green hydrogen and e-fuels, which could be used to clean up aviation and shipping.

“Where oil producers are investing in hydrogen, most is going towards replacing dirty grey hydrogen operations with blue hydrogen, which still uses polluting fossil gas. Instead of wasting their time on easy, short-term solutions, oil refiners should switch to producing green hydrogen and e-fuels for ships and planes today,” Decock concluded.