Hydrogen and aviation fuel both use the gas stream instead of burning it, so neither can run at the same time as power generation.
These are not impacts of Jenja today, and they cannot run at the same time as power generation. Hydrogen and aviation fuel both use the gas stream instead of burning it in an engine. They are shown separately so that nobody reads them as running alongside the five pathways.
They are on this site because they are the questions serious readers ask, and answering them honestly is more useful than leaving them out. Where the commercial record is poor, we say so.
The gas composition measured during the COMETHA campaign belongs to SIAAP and Syctom and is not published here.
A water gas shift stage and pressure swing adsorption, which is a separate plant beside the machine rather than a setting on it.
Nitrogen in the gas increases hydrogen losses during purification, and gas produced this way is not used for commercial hydrogen production.
A commercial hydrogen route most likely needs a different gasification mode with different chemistry entirely.
The route to purified hydrogen is published. It has not been demonstrated on this platform.
Sources: IEA Bioenergy Task 33, biomass to hydrogen, 2025; US patent 11,724,938, which is a patent rather than a peer reviewed source.
The route on this platform would run on residue rather than crops or crude.
A 400 MWth biomass Fischer-Tropsch design was not economically feasible at 60 dollars per barrel of oil.
Source: Rafati et al., Energy Conversion and Management, 2017.
The Teesside project was abandoned in 2016 with a loss of about 1 billion dollars.
The Edmonton plant was closed, reported by C&EN in 2024.
Running this process on diluted gas is unverified on this platform. The scale required is far above ours and the field has a documented failure record. We treat aviation fuel as a long-horizon question and not as a near-term impact.