霍尼韦尔（中国）有限公司可持续发展研究院低碳中心 出品 观 点 航空业脱碳 霍尼韦尔观点 可持续航空燃料（SAF）和氢燃料的对比分析 每年，航空业产生的碳排放约占全球碳排放总量（大约 10 亿吨二氧化碳当量） 的 3%1。为减少温室气体排放，政策制定者、政府、行业组织和监管机构积极 制定规则和奖惩措施，以期通过政策“组合拳”推动行业进一步脱碳，其中大 多数都将 2050 年设为实现碳排放强度（C.I.）大幅度降低的目标时间点。 航空业减少温室气体排放和降低运营总碳排放强度主要有三条途径：可持续航 空燃料（SAF）、氢气和电气化。本文主要就 SAF 和氢气作商用航空的两种主 要燃料来源进行分析。 在过去几十年中，霍尼韦尔已经助力将可持续航空燃料变为现实。2009 年，霍 尼韦尔领导审批委员会 2 提交了将 HEFA-SPK（加氢处理的酯和脂肪酸—合成链 烷烃煤油）作为航空涡轮燃料列入美国试验和材料协会（ASTM）标准《ASTM D7566 附件 2 》的申请，并于 2011 年 7 月获批。随后，霍尼韦尔与美国国 防部合作，就美国海军和空军使用 SAF 给予了证明。2012 年，AltAir Fuels 燃 料公司安装了首个采用霍尼韦尔 UOP 技术的商业可再生喷气燃料生产装置； 2016 年，美国联合航空公司成为第一家在定期航班上使用 SAF 的商业航空公 司；2021 年 12 月，首架 100% 使用霍尼韦尔 UOP 的 Ecofining™ 工艺生产 的 SAF 驱动的飞机由美国联合航空公司实现了历史性的首飞。 霍尼韦尔 UOP Ecofining™ 技术可以将 11 种生物基原料（如动物脂肪、废 食用油、黄色油脂）转化为可再生柴油、可持续航空燃料和绿色石脑油。截 至 2022 年，该技术已授权 32 次，目前已在 6 家工厂运行。霍尼韦尔认为， SAF 是全球航空业脱碳的优秀选择。 1 根据国际能源署航空排放数据 2 HEFA SPK 委员会 2011 年 7 月批准《ASTM D7566 附件 2》 每年 航空业碳排放 约占全球碳排放总量的 3% 大约 10 亿吨 二氧化碳当量 为可持续航空加油 可持续航空燃料和氢能航空燃料对技术、经济和环境的影响 目 录 航空业脱碳 霍尼韦尔观点 可持续航空燃料（SAF）和氢燃料的对比分析···················································································································· 2 摘要··········································································································································································································· 4 可持续航空燃料··········································································································································································· 5 1. 原料可用性 ······················································································································································································· 5 2. 碳排放强度 ························································································································································································· 6 3. 基础设施再利用 ··············································································································································································· 8 4. 对比氢气的结构价格优势··························································································································································· 8 5. 航空旅行需求的非弹性特征··················································································································································· 10 氢燃料 ································································································································································································· 11 1. 氢气的能力优势 ············································································································································································ 11 2. 体积能量密度障碍 ······································································································································································· 11 3. 支持基础设施 ················································································································································································· 11 4. 氢气、传统 Jet A 与 SAF 的碳排放强度对比 ·············································································································· 12 市场发展路标 ·············································································································································································· 13 霍尼韦尔— 推动航空运输的未来 ·························································································································· 14 对可持续发展的承诺 ······································································································································································· 15 │4 摘 要 摘 要 目前，通过加工脂肪、油和油脂（统称为“FOG”）生产的 SAF 已被视为一 种成熟的生产路线，但预计原料供应量仅够满足 2030 年之前的需求 3。2030 年以后，乙醇制航空燃料（ETJ）和生物质制液体燃料（BTL）等其他 SAF 路 线将成为下一批能够满足 SAF 需求的可行原料，其原因主要在于三方面： 1 低碳排放强度下 原料的可用性 2 3 基础设施 与氢气相比的 再利用的潜力 结构价格优势 尽管氢气具备一些有吸引力的物理特性（例如：高比能、当配送网络成熟时具 备极低生命周期排放潜力），但要实现商业化规模，还需要应对几个挑战：一 是飞机燃料需要液态氢以满足操作和安全要求；二是液态氢的低体积能量与常 规喷气燃料相比，需要约四倍的体积 4；三是现有飞机和配套基础设施（如压缩、 管道和储存）需要扩充；四是氢液化需要新的投资。此外，其他难以减排的 行业（如钢铁和水泥制造业）对氢燃料的争夺也可能会导致低 C.I. 氢（即低 碳氢 / 蓝氢和可再生氢 / 绿氢）的市场价格上涨。可再生氢的可用性可能会受 到电解槽调试速度和电网脱碳速度的限制，后者也会受到其他行业电动化步伐 的影响，导致电力总需求增加。 3 根据霍尼韦尔内部市场分析和预测 4 根据美国能源部丨氢储存 - 按体积计算数据 4│ 为可持续航空加油 可持续航空燃料和氢能航空燃料对技术、经济和环境的影响 可持续航空燃料 1 原料可用性 美国每