Hydrocarbon Engineering Podcast

Maurits van Tol, CEO of Catalyst Technologies, Johnson Matthey, joins us to discuss Johnson Matthey’s vision for the global energy transition. 
 
We explore how catalyst and additive technologies are evolving to handle more complex feedstocks while maintaining performance, and which advances could improve efficiency and reduce carbon intensity in hydrogen, syngas, and chemicals production.

We assess the role that sustainable aviation fuel (SAF) will play in reducing emissions in the near to medium-term. Maurits outlines the most promising production pathways and technology innovations that have the greatest potential to improve efficiency and/or reduce costs.
Maurits also considers the most effective policy mechanisms and regional approaches for creating stable demand and investment confidence.

This episode of the Hydrocarbon Engineering Podcast is sponsored by ROCKWOOL Technical Insulation. Designed for durability and sustainability, ROCKWOOL’s high-performance stone wool insulation helps control process temperatures, reduce energy loss, mitigate corrosion under insulation, and enhance fire and acoustic protection. The result – safer operations, improved asset integrity, and long-term performance across critical process industries. Learn more at https://rti.rockwool.com.

Creators and Guests

Host
Callum O'Reilly
Callum leads the editorial teams at Hydrocarbon Engineering, commissioning articles and features, and representing the magazine at industry events.
Guest
Maurits van Tol
CEO of Catalyst Technologies at Johnson Matthey

What is Hydrocarbon Engineering Podcast?

The Hydrocarbon Engineering podcast: a podcast series for professionals in the downstream refining, petrochemical and gas processing industries.

Callum O'Reilly:

Hello, and welcome to another episode of the Hydrocarbon Engineering Podcast. I'm Callum O'Reilly, senior editor of Hydrocarbon Engineering. And in today's episode, we're going to be talking to Maurits van Tol, CEO of Catalyst Technologies at Johnson Matthey about the company's vision and role in the global energy transition. We'll explore how catalyst and additive technologies are evolving to handle more complex feed stocks while maintaining performance and which advances could improve efficiency and reduce carbon intensity in hydrogen, syngas, and chemicals production. We'll also talk extensively about sustainable aviation fuel, including the most promising production pathways and innovations that have the greatest potential to improve efficiency and reduce costs.

Callum O'Reilly:

So let's talk to Maurits.

Advert:

This episode of the Hydrocarbon Engineering Podcast is sponsored by Rockwell Technical Insulation. Designed for durability and sustainability, Rockwell's high performance stonewall insulation helps control process temperatures, reduce energy loss, mitigate corrosion under insulation and enhance fire and acoustic protection. The result? Safer operations, improved asset integrity and long term performance across critical process industries. Learn more at www.rti.rockwall.com.

Callum O'Reilly:

Hi, Maurits, and welcome to the Hydrocarbon Engineering Podcast. I'm really looking forward to diving into a range of topics with you. But to start, can I ask you to introduce yourself to our listeners and tell us a little bit about your role at Johnson Matthey?

Maurits van Tol:

Yes, of course, Callum. It's a great pleasure to do so. My name is Maurits van Tol. I'm the CEO of Catalyst Technologies, one of the business units of Johnson Matthey PLC. And what I do, together with more than 2,000 colleagues that I have, is we design plants for our customers that convert traditionally oil, coal gas, nowadays also municipal solid waste, biomass, or CO2, for example, into the chemicals and fuels that society needs to thrive.

Maurits van Tol:

So what we do is we design the plants for those conversions, and we design the catalysts that help with these conversions of raw materials into the chemicals and the fuels that their customers want to produce and sell on the global market.

Callum O'Reilly:

So Johnson Matthey has a long heritage in catalysis and sustainable technologies. So how would you describe the company's overarching vision for its role in the global energy transition today?

Maurits van Tol:

Yeah, so when you look at my business, it has a very long history in catalysis and engineering and the design of plants. And we are actually the leading company when it comes to the conversion of raw materials into synthesis gas, a mixture of CO two, CO, and hydrogen, that can then be converted into the molecules like methanol and hydrogen, but also fuels and what have you that society needs to thrive. And we've done that for a very long time. And nowadays, traditionally that's of course done with coal, oil, and gas as feedstock. But we can also produce this synthesis gas from alternative raw materials, like CO2, like municipal solid waste, like biomass.

Maurits van Tol:

So that is the first thing. We develop a set of technologies that are basically feedstock agnostic. We can convert almost any type of feedstock into the chemicals and fuels that our customers want to produce. On top of that, what we do is we help that way connecting the chemicals and the energy space. What I mean by that is traditionally, for example, most of the methanol on the planet is produced using Johnson Matthey's syngas technologies.

Maurits van Tol:

Methanol can also be used as a low carbon intensity fuel, for example, the shipping industry. So when ships want to move away from heavy oils as a feedstock to to power their engines and want to go into methanol, and that methanol is produced from, for example, biomass or municipal solid waste or CO two, then that methanol has a very low carbon intensity. It means basically that by producing this methanol and replacing the heavy oils in the ships, you lower the carbon footprint per mile sailed or per ton transporters, so to speak. So that is also what we do. But, of course, we do much more to help our customers reduce their carbon footprint because there is a very, very significant install base of plants around the world based on John Samathi's technologies, and our customers also for those existing plants would like to lower their carbon footprints.

Maurits van Tol:

So we're not just a catalyst supplier and a licensor, but also a partner to our customers in helping to reduce the carbon footprint on their current assets. What we do, for example, is we look into the plants with our LiVo technology. It's a digital tool, and we can help the customer optimize how much product they can get out of their plants. And every percent more production means that there is a lower carbon footprint of those molecules. So there's many ways in which we also help them to lower the carbon footprint of their assets.

Maurits van Tol:

And then as a third element, what we do is develop all the time new technologies that can produce the base chemicals and the fuels that society needs, but then from really different feedstocks, like, for example, power to X or E fuels. Yeah. We take, for example, green hydrogen from an electrolyzer, capture CO two from a refinery. Repsol and Aramco are doing that in Spain based on our technology. Combine that carbon dioxide and green hydrogen to make syngas, and from the syngas, we can make synthetic fuels, synthetic aviation fuels, for example.

Maurits van Tol:

So this is really new technologies that use alternative feedstocks to produce the chemicals and the fuels that we all need. And we can do the same with the production of synthetic natural gas from c o two and hydrogen, so via a methanation reaction. We can we have ammonia technology, ammonia cracking technologies that that can help convert hydrogen into ammonia, ship it across the world, and then use it at point of port arrival for the production of hydrogen by ammonia cracking or ammonia as a decarbonized feedstock. There's endless possibilities, and that's what we're trying to do as John Somethi, develop a feedstock agnostic, very broad portfolio of solutions for our customers that one produces the chemicals and the fuels that they use today in large quantities, but through low carbon feedstock.

Callum O'Reilly:

Catalyst developers are facing rising complexity from higher contaminant loads to greater use of bio based and opportunity feedstocks. So how do you see catalyst and additive technology evolving to manage this level of variability while still delivering the product selectivity and unit stability that customers expect?

Maurits van Tol:

Yeah, that's a really important question because when you look at those alternative feedstocks, example, bio based or municipal solid waste, there's all kinds of impurities that come with that feedstock. And we have all kinds of additives in our portfolio that help purify that feedstock before it enters the processes to convert that feedstock into methanol or fuels. So, for example, we have a line of products. It's called Cat eight. They are additives for FCC crackers, and they remove vanadium and iron from the feedstock.

Maurits van Tol:

And there's quite a lot of vanadium and iron in, for example, bio based feedstock. And those metals, they can poison the catalyst. In the case of vanadium or with iron, the iron forms a kind of a very solid layer around the catalyst so that the raw materials cannot enter the catalyst, cannot be converted, so they need to be removed, and we have cat eight additives to do so. They can also remove all kinds of sulfur compounds that are also poisons for the catalyst. In that same category of sulfur removal, we have a line of products called Super Soxicators X2.

Maurits van Tol:

What do they do? They remove the sulfur oxides that are a catalyst poison again and help convert them throughout the process into elemental sulfur, basically a material that our customers can sell and avoid poisoning of the catalyst. And we have also a Puravoc line of products. It's basically helping to remove all kinds of oxygen containing molecules, oxygenates, like oxygen itself, or CO, carbon monoxides, volatile organic compounds. And these precious metal based catalysts help to remove and convert these oxygenates before they can poison the catalyst.

Maurits van Tol:

So there's actually quite a lot we can do. And also on a machinery of view, we develop all kinds of hardware, InterCAT addition systems that help our customers dose all those additives at the right amounts in their process to make sure that they get the maximum benefit from those molecules that you add at the lowest addition level. So that means at lowest overall cost. So there's actually quite a lot we do to purify feedstock for our customers.

Callum O'Reilly:

We've seen that there is strong interest in technologies that increase efficiency and reduce carbon intensity in existing plants. So what advances in structured catalysts, low capital upgrade solutions, or digital optimization tools do you think will have the biggest impact on improving hydrogen, syngas and chemicals production over the next few years?

Maurits van Tol:

Yeah, also in this area, Callum, innovation is really very important. So we produce, for example, for the production of hydrogen, a whole new system of structured catalysts. It's called Catacel SSR. These are drop in catalysts, but they look really different, but they can be dropped into the existing plants of our customer and help with the very efficient conversion of methane into hydrogen. They have a very uniform temperature profile.

Maurits van Tol:

You're much more in control of the temperature and the temperature profile in your process. It leads to a much higher efficiency and a higher throughput, and that, of course, helps with the economics and with the carbon footprint of the product because you basically get more of the valuable products, in this case hydrogen, out of the same assets, and that brings a lot of money in the pockets of our customers. We also have catalysts that, as I said before, when you look at the feedstock, robustness is very important because from oil, gas, we now move into all types of alternative feedstocks. And some of those feedstocks, when you prepare them for conversion in syngas based facilities, there's actually quite a lot of carbon dioxide in the mix. Yeah?

Maurits van Tol:

And as I said, syngas is a mixture of carbon dioxide, carbon monoxide, and hydrogen, and you need catalysts that are very robust for this high concentration of carbon dioxide. And they need to be compatible with low carbon hydrogen addition to bring the balance in the mix of c o two, c o, and hydrogen. So very robust catalysts are very important, and those is what they what we have developed over time. And, of course, as I said before, digital tools are important when you want to look into the plants of our customers and help them optimize the throughput through their plants. So we have developed our own suite of technologies.

Maurits van Tol:

It's called Levo. It started for methanol plants, but now we are widening their applicability also to other technologies that we have in our portfolio.

Callum O'Reilly:

Now, Maurits, I wanted to move on to talking about the aviation sector, which is obviously under increasing pressure to decarbonize. So how do you assess the role that sustainable aviation fuel will play in reducing emissions in the near to medium term?

Maurits van Tol:

Yeah. It's actually very simple, Callum. You know? When you look at planes, they're install based. Also, all the new plants, the new planes that are being delivered right now, they have a lifetime way over thirty years, and they need liquid fuels.

Maurits van Tol:

So the only way to power those with a lower carbon footprint per mile is sustainable aviation fuels, aviation fuels that are made from nonfossil feedstocks. And that means that the future for SAF for sustainable aviation fuels is very bright because they are all compatible with existing engines, they are compatible with the current infrastructure, it's all there. So in that sense, sustainable aviation fuels are basically the only way that we can decarbonize our current fleet. And when you look also at the carbon intensity of those molecules, it's up to 80% lower, and that's quite tremendous. But of course, I also realize that the current global production is about 1% of all the aviation fuel, is sustainable aviation fuel, and it has doubled over the years year on year, and the mandates in Europe are there to go to higher percentages.

Maurits van Tol:

And also we need, of course, more than 50% by 2050, and that's possible if we would really make sure that we deploy all the technologies that are available and use all the raw materials that are available, then we can get to those percentages by 2050 of half or even more of the aviation fuel being produced as sustainable aviation fuels. Ceph is also it's like airlines. It's a global business, And there's different ways that countries and that regions look into SAF, the importance of SAF. For example, in The U. S, you have incentives.

Maurits van Tol:

In The EU, have your mandates, currently 2%, but that will increase over time. In Asia, you see a lot of partnerships emerge around the production of SAF, and also countries like India where there is an awful lot of biomass available, residual biomass, They're looking into calf production and others do as well. In The Middle East, of course, they're thinking about there's a lot of sunshine, there's a lot of CO2 available from refineries and what have you. So they look into their role as a potential producer of SAF. And there's also projects in The Middle East on municipal solid waste conversion to SAF, for example.

Maurits van Tol:

So they're really experimenting with the production of SAF. So many countries, many regions have a role to play, but to be honest, all around the world, we just need a lot of SAF to keep flying. And I think the airline industry will grow by 50 towards 2050. So another reason to make sure that it's all hands on deck in scaling up this this technology, this industry.

Callum O'Reilly:

As you've alluded to, Maurits, several technology routes exist for producing SAF. Which pathways do you see as the most technically promising today, and what factors determine whether they can scale effectively?

Maurits van Tol:

Yeah, I think it's what you currently have is fatty acids that are being converted, used cooking oil or residual fats from the animal industry. But there is an end to it where we basically reach the end of availability. There's only so much cooking oil available, and so you will need to look at alternatives. And I think that is really the strength of our portfolio. When you look, for example, at Fischer Trops technologies, that's what we have in our portfolio.

Maurits van Tol:

And what does this technology do? It basically makes all kinds of hydrocarbons, so fuels, lubricants, all different types of additives for the diesel industry, for the SAF industry, out of almost any raw material that you can imagine, because it works by synthesis gas conversion. And as I said before, all these raw materials, whether fossil or nonfossil, can be converted into syngas, and that allows for, through Fischer Trops technology use, production of fuel of hydrocarbons, of the fuel components. So I think in that sense, Fischer Trops, but also a technology like Hycogen, it's a technology we have in our portfolio that uses c o two as a feature Captured CO2 can be from the air, it can be from refineries or other emitters, point sources. You you collect the CO2, purify it, mix it with low carbon hydrogen to make syngas again, and after that, you can use a Fischer Trops technology to convert again that synthesis gas into fuel component.

Maurits van Tol:

So the great benefit of working with John Stromathi is we have the technologies in house to convert almost any raw material into SAF. And that means that we're very flexible, and that helps countries with a lot of biomass because biomass conversion to syngas is possible. So look at South America, India, and some other countries, but also municipal solid waste, CO two from a point source or from direct air capture. It can all be converted into SAF. So in every country, you can make a selection of technologies that will help you and allow you to convert raw materials that you have available into sustainable aviation fuel components.

Callum O'Reilly:

Now feedstock availability, Maurits, is often raised as a limiting factor. Now how do you evaluate the feedstocks that can credibly support large scale SAF production and where do you see the biggest constraints?

Maurits van Tol:

The constraints are in the existing feedstock like the used cooking oils and what have you. I think for the rest when you look around the world, for example, in North America, Canada, there's a lot of residual forest residues and all kinds of residues from the woodworking industry. And that wood you can convert into sustainable aviation fuel. When we go to India, they do a lot of stubble burning. Right?

Maurits van Tol:

So after the harvest, you burn the residual biomass on the field. It gives a tremendous amount of pollution around Delhi, for example, but elsewhere as well. Why burn these feedstocks on the field? It's feedstock. It's it's valuable.

Maurits van Tol:

You can collect it, and you can convert that feedstock then into syntax, and with that into sustainable aviation fuels. We have customers also in North America that that are doing the same. We have customers in South America that are going to do the same. So in countries where there is a lot of residual biomass, please don't burn it on the field. Collect it, convert it into sustainable aviation fuel or diesel if you find that of higher value in the environment where you are producing those molecules.

Maurits van Tol:

So in other areas, you have a lot of waste, municipal solid waste that goes into landfills, and I don't think that's acceptable nor necessary. Make sure that you convert these municipal solid waste into something useful. So gasify it, purify it, make syngas out of it, and then via Fischer Trops technology, make synthetic fuels out of those. I mean, why not? It's much better than than it going into landfill.

Maurits van Tol:

And we also should realize that in many countries around the world, there is no waste collection infrastructure at all. So the wind blows all kinds of waste into the oceans, into the rivers, into the seas, and that's really not what we want. Why not start to change, to think about changing the entire business model, and say: if we can produce synthetic fuels from waste, then that waste has value. And if you attach a value to it, people start to collect it, it's worthwhile collecting and diverting waste from oceans or landfill, have people collect it, make a living, and convert it on a central large facility into sustainable aviation fuel or biodiesel or whatever you would like to make. I think in that sense, it's for me all connected, and the production of synthetic fuels is actually an opportunity for the agricultural community to make an additional few dollars or rupees, but also for many many people in countries where there's no waste collection system in place to make an additional living, collecting, and then selling that waste to large facilities that can convert it into something useful.

Maurits van Tol:

So I think in that sense, that's a double or triple whammy. I really hope we go that way as society.

Callum O'Reilly:

And we've seen that technology development for SAP is advancing rapidly. And I was wondering which innovations you believe have the greatest potential to improve efficiency, reduce cost, or open up new production pathways over the next decade or so.

Maurits van Tol:

Yeah, I think when you look at the technical development, what is really important is we need to realize that some of the production routes that we have developed, they need to be compatible with, for example, the intermittent nature of renewables and are also need to be very robust to the composition changes of the syngas that you make. So you need very robust processes, but even more robust catalysts. Robust long life catalyst development is something that we're really focusing on as Johnson Matthick. For example, for the power to act sector. So that's the sector that, for example, through our emerald technology, converts renewables into methanol.

Maurits van Tol:

Technologies that use CO two as a feedstock and can handle a wide array of CO two concentrations in the feedstock. So, again, robustness there. Plants, they will be developed, I think, more and more like modular so that you have more standardization. And standardization is good. Global standardization is even better because it helps scale an industry.

Maurits van Tol:

Because rather than developing something bespoke for every customer, if you go modular and can connect different modules depending on the size of the asset that the customer needs, You can standardize pipes, pumps, and what have you, also allow for transportation of modules from the yards where they are produced to the area where they need to be put in use. And it's just a lot cheaper over time. And when things get cheaper quickly, it helps again scale an industry, and that is what we need. Because all, for example, in SAF, all these airplanes that are flying around, they can handle much more staff, and they can handle that now. So let's scale up that industry quickly, but we need to look at the economics, and standardization helps an awful lot.

Maurits van Tol:

Then, of course, digital is important to help make sure that you get the maximum production out of your assets. And these are some of the trends that we are seeing. So robust, standardized modularization, and scale as quickly as we can.

Callum O'Reilly:

Now I'm sure you know this question is coming, Maurits, but we need to talk about cost. So cost parity with conventional jet fuel remains a barrier. What developments do you believe are most important for reducing the cost of SAF over the coming decade?

Maurits van Tol:

Yeah, I think one of the things I already alluded to, I mean, in in the chemicals industry, in the fuel industry, the determining factor in reducing costs is building at scale. Big is beautiful, to be very honest. It's just how it is. So we need to make sure that we scale this industry based on standards that are the same around the globe to make sure that supply chains are developed quickly so that we can build very, very large facilities all around the world. Scale is the most important determining factor in cost.

Maurits van Tol:

Another thing is it's about there's quite a lot of new customers. It's product developers, for example, that know a lot about product development, but they do not know necessarily so much about the development and the building of and the construction of some of the new technologies first of a kind or very large scale, the first time that they are produced at a very large scale, they don't know so much about that sometimes. So it helps to de risk these projects by teaming up, for us to team up. For example, when you look at SAF, we have teamed up with a few partners there. So what we do is we offer product developers that, for example, do have biomass, right?

Maurits van Tol:

And we say, okay, that biomass needs to be gasified into syngas. So we work with Jidara on a non exclusive basis because they are specialists in gasification. So then we have gasified the biomass and pure Johnson Matthey can help purify it, and then we have the syngas, and we have our Fischer Trops technology so we can produce sustainable aviation fuel components, the hydrocarbons. But this hydrocarbon mix might not be the mix that our customer want, so you need to upgrade that mix all the way to the correct components for jet a fuel, for example. And that is where we work with Honeywell, who are masters in helping convert a mixture of hydrocarbons into the right fuel components.

Maurits van Tol:

And then the fourth partner we work with is Samsung, because Samsung, they construct plants. And by teaming up, we can go to the customer and say, listen, we know you have this biomass available and you have these takeoff agreements with airliners, and we can do the bit in between. We just offer you the technology. We guarantee that when you switch it on, it works. We have the construction partner here, and this integrated offering is also quite a bit cheaper.

Maurits van Tol:

And it's also cheaper for them because when they go to the banks, the banks will say, actually, you really thought about de risking your endeavor, and that's why the interest rate that you need to pay is substantially lower because you have a de risk proposition. So that's another way of helping an industry to scale and help to de risk new endeavors. And another element is of I'm very, very happy with the technology portfolio that we have because it is feedstock agnostic. That means that customers have municipal solid waste, but then they start to blend in biomass or the other way around. Mixtures of all kinds of feedstocks, we can make sure that is converted in the right composition of syngas to be then converted into hydrocarbon.

Maurits van Tol:

And that feedstock flexibility is really helping our customers derisk their endeavors, but also bringing them to scale. That's another way of bringing the cost down. And, of course, what you need to do is you need to learn from those plants that you build and think about the next generation and the next generation, and that is really part of our continuous innovation process to learn from all these plants around the world that are running based on our technology and to learn what could be improved even further or what could be made bigger, cheaper, better for the next generation. Of course, we are talking about, to your point, is a nascent industry, which means compared to this very large scale hydrocarbon industry that has been optimized for more than a hundred years, this is a very nascent industry. So on a pure cost basis, you can't compete right now.

Maurits van Tol:

You need a few decades, probably, to get to similar scale and similar experience and efficiency levels. So that's why also clarity around incentives is important, if we like contracts for difference or other incentives. Because if we want to bring this industry to scale, we all need to play a part, and mandates is one thing, but also some financial supports during the first decades that these very large investments need to cover would be very, very welcome, because we all need to help bring this industry to scale. I think in ten, fifteen, twenty years from now, it can stand on its own feet and be very competitive. But at the onset, you need a little bit of help.

Callum O'Reilly:

I think the word that I want to pick up on there, Maurits, is clarity, and that's something that we've been hearing a lot about, and policy will obviously play a really significant role in this and in determining how quickly SAF deployment accelerates. So which policy mechanisms or regional approaches do you think are most effective in creating stable demand and importantly investment confidence?

Maurits van Tol:

I think when you look, for example, at the EU, we have Refuel EU, and so mandates around how much SAF airlines should use on a year by year basis. So I think that's, of course, a really important statement that creates a demand. Yeah? So that is one thing. But then also it's about helping the overall industry with the financing of all of this, because the airlines, they will they are ready to go into major deals with producers, take off agreements, take or pay agreements even.

Maurits van Tol:

But of course, the cost, as we just discussed, of SAF is higher. So if governments can say, yes, we mandate this, but we also help you a little bit through, for example, contract for different types of arrangements that were also very successful in the wind energy sector twenty, thirty years ago, we can do the same here. Nowadays, energy is very cheap, so it has worked. It has helped bring the wind energy, the wind industry, to a very large scale, and now wind is self supporting. It's very cheap wind energy.

Maurits van Tol:

But we can do the same here, and I think that should be also important. So it's a little bit of a carrot that in The US, for example, with the Inflation Reduction Act, there are incentives in The US, and they like to work with incentives, carrots rather than sticks. And you see it work because some of the largest SAF plants around the world are being developed in The US. Also very important, as I said before, is if governments can help drive global standardization of equality, ASTM, and other quality elements of the SAF components, make sure that SAF can be or SAF components can be shipped around the world very easily, make it a global, very open industry, that is also very, very helpful. Because if every country or every region starts to have its own requirements of SAF components, it becomes very complex, and complexity adds cost.

Maurits van Tol:

So these are some of the things that also governments can do to help this nascent industry. As I said before, we need to bring this industry to scale. If you look at a typical SAF plant, it can be 1 to $5,000,000,000 easily, so paybacks are ten, fifteen years. So anything that governments can do to help de risk those plants, improve the economics, improve the payback time is very much welcome. So I think it's really about working together as an industry and governments on saying, okay, how can we make it easy to scale this industry to very large scales all around the world and do it in such a way that we have the same standards, that we make it easy to skip the molecules and make it a global an easy global tradable commodity.

Maurits van Tol:

It will all help reducing the cost of sustainable aviation fuel.

Callum O'Reilly:

Right. Maurits, thanks so much for joining us. And, really, it was fascinating to learn a little bit more about how catalyst technology is evolving to meet modern challenges and to get your thoughts on the role that SAF will play in the near to medium term and how we can all work together to bring this industry to scale. So thanks so much for taking the time out of your schedule to join us today. We really appreciate it.

Maurits van Tol:

It was a great pleasure, Callum. Thank you very much for the invitation.

Callum O'Reilly:

That wraps wraps up our conversation with Maurits van Tol from Johnson Matthey. We've explored the evolving role of catalysis in the energy transition, the challenges and innovations shaping sustainable technologies and the growing potential of sustainable aviation fuel. Topics that we will cover extensively on this podcast and in Hydrocarbon Engineering Magazine throughout the year to come. Thanks for listening to the Hydrocarbon Engineering Podcast. If you've enjoyed this episode, please subscribe and pass on to colleagues and friends.

Advert:

This episode of the Hydrocarbon Engineering Podcast is sponsored by Rockwell Technical Insulation. Designed for durability and sustainability, Rockwell's high performance stonewall insulation helps control process temperatures, reduce energy loss, mitigate corrosion under insulation, and enhance fire and acoustic protection. The result? Safer operations, improved asset integrity, and long term performance across critical process industries. Learn more at www.rti.rockwall.com