By 2025, that bet had taken on a much clearer shape.In its latest 2025 Energy White Paper, Japan's Ministry of Economy, Trade and Industry (METI) spells out, for the first time, a practical roadmap toward what it openly calls a “hydrogen society,” backed by up to ¥3 trillion (around 20 billion US dollars) in subsidies by 2030.
For a resource-poor, ageing economy that has spent a decade grappling with the post-Fukushima energy puzzle, the hydrogen push is no longer a niche experiment – it is now framed as a national survival strategy.
From climate pledges to a legal hydrogen regime
The political backdrop is familiar. At the 2021 UN Climate Change Conference (COP26), Japan joined other major economies in pledging net-zero carbon emissions by 2050.The energy shock triggered by Russia's invasion of Ukraine in 2022 then pushed energy security and fuel diversification back to the top of the agenda.For Tokyo, the combination of long-term climate commitments and short-term supply shocks has turned hydrogen from “dream energy” into a tool it can no longer afford to ignore.
From climate pledges to a legal hydrogen regime
The political backdrop is familiar. At the 2021 UN Climate Change Conference (COP26), Japan joined other major economies in pledging net-zero carbon emissions by 2050.The energy shock triggered by Russia's invasion of Ukraine in 2022 then pushed energy security and fuel diversification back to the top of the agenda.For Tokyo, the combination of long-term climate commitments and short-term supply shocks has turned hydrogen from “dream energy” into a tool it can no longer afford to ignore.
The turning point came in 2024.That year, the Diet passed a law with a characteristically long title – the “Law for Promoting the Smooth Transition to a Decarbonized Growth-Oriented Economic Structure through the Supply and Utilization of Low-Carbon Hydrogen” – which took effect in October.The clumsy name masks an important shift: hydrogen is now supported by a dedicated legal framework rather than a patchwork of short-term subsidy programmes.It marks the emergence of a long-horizon industrial policy built around low-carbon hydrogen and related derivatives such as ammonia, e-fuels and synthetic methane.
METI's white paper makes another point explicit.It warns that a global “battle for resources and suitable locations” is already underway as countries compete for sites with cheap renewable power, geological storage and export potential.For a country that imports almost all of its primary energy, this is more than rhetoric. Tokyo is now prepared to use legal guarantees and financial support to help Japanese companies “secure territory” overseas – in Australia, Southeast Asia and beyond – for future hydrogen and ammonia supplies.
Where Japan thinks it can still win
Japan is late to some parts of the hydrogen race.Europe and the United States currently lead on the scale of electrolyser deployment and on large, integrated hydrogen valleys.Rather than trying to catch up head-on, Tokyo is carving out niches where it believes Japanese industry retains an edge: critical materials and downstream applications.
The white paper points to membranes and catalysts – the core materials that determine the efficiency and lifespan of electrolysis – as areas where Japanese manufacturers already supply key components to overseas players.With support from the Green Innovation Fund, companies such as Asahi Kasei and Kanadevia (formerly Hitachi Zosen) are working to scale up and modularise alkaline water electrolysis systems.The government target is ambitious: cutting electrolyser costs to one-sixth of their 2021 level by 2030.
Downstream, the focus is on sectors that are hard to electrify but central to Japan's industrial base – steel, chemicals, heavy transport and power generation.Tokyo's bet is that if it can lock in technology positions and long-term supply relationships in these segments, Japanese companies will retain relevance even as global supply chains rearrange around low-carbon molecules.
Moving molecules: ships, turbines and trains
Hydrogen is notoriously difficult and expensive to move.That is why the Suiso Frontier voyage from Australia to Japan in 2022 mattered: it showed that liquefied hydrogen could be cooled and compressed to minus 253 degrees Celsius and transported over long ocean routes, even if only at demonstration scale.The next phase will be far more demanding. Tokyo now wants to build “medium-sized” liquefied hydrogen carriers in the 2030s with 32 times the capacity of today's experimental vessels, and to map out international shipping routes to underpin a commercial supply chain.Regulators are also preparing to relax maritime volume limits to make large-scale shipments feasible.
Once hydrogen or ammonia reaches Japan, the first battleground is power generation.Mitsubishi Heavy Industries (MHI) has already demonstrated 10% hydrogen co-firing in large gas turbines from 2023, and aims to complete the development of dedicated 100% hydrogen combustors in fiscal 2025.Kawasaki Heavy Industries, for its part, developed a 5 MW-class large gas engine in 2024 that can run solely on hydrogen.
Coal, still politically sensitive but economically entrenched, is being nudged in a different way.In 2024, IHI and JERA carried out 20% ammonia co-firing at the 1 GW-class Hekinan thermal power plant – the world's first large-scale ammonia co-firing at a commercial coal facility.The trial is meant to prove that existing coal assets can be partially decarbonised using imported low-carbon ammonia, even as full phase-out remains distant.
Transport is the other major front. Passenger car policy has so far favoured hybrids and battery electric vehicles.In 2023, Japan introduced tighter fuel economy standards, lifting the average fuel efficiency of gasoline passenger cars to 19.8 kilometres per litre, while extending eco-car tax breaks through April 2026.But policymakers know that private cars are only part of the problem. Commercial vehicles remain a large and stubborn source of emissions, especially in logistics.
Hence a separate push for electrification of trucks and vans, backed by more than ¥80 billion in subsidies in fiscal 2023–2024.For fuel cell vehicles (FCVs), a seemingly technical tweak may prove pivotal: the legal service life of high-pressure hydrogen tanks in FCVs has been extended from 15 to 25 years.By spreading capital costs over a longer period, the change reduces total ownership costs for fleet operators and is designed to make hydrogen trucks more attractive to logistics companies.Regulators are also studying unmanned hydrogen refuelling stations to ease operating costs and address safety concerns.
Aviation and rail are being folded into the same narrative.Japan has set a firm target for sustainable aviation fuel (SAF) to cover 10% of domestic airline fuel consumption by 2030, effectively forcing the creation of a domestic SAF supply chain rather than relying exclusively on imports.On the rails, the Ministry of Land, Infrastructure, Transport and Tourism revised ministerial technical standards in April 2025 to allow hydrogen fuel cell trains.That opens the door for rural, non-electrified lines – still dependent on diesel locomotives – to be replaced with trains that emit only water.
The ¥3 trillion price-gap experiment
If the technology story sounds impressive, the economics are far less forgiving. Green hydrogen and blue ammonia remain significantly more expensive than natural gas or coal on an energy-equivalent basis.Without policy intervention, there is little reason for utilities or industrial users to switch. This “chicken-and-egg” problem – no demand without lower prices, no lower prices without scale – has dogged hydrogen for years.
Tokyo's answer is to copy, in spirit, the United Kingdom's successful experience with offshore wind: large-scale, long-term “price-gap” support.According to the white paper, the government is prepared to commit up to ¥3 trillion in budgetary support to bridge the price difference between low-carbon hydrogen or ammonia and conventional fossil fuels.From November 2024 to March 2025, companies can apply for this support under schemes that resemble contracts-for-difference.
The mechanism is straightforward. If a power producer decides to use green ammonia instead of coal, the government will compensate for the cost gap so that the decision does not push the company into the red.In theory, this de-risks early adopters while building enough volume to drive down costs and mature supply chains.The white paper makes clear that priority will go to “hard-to-abate” sectors such as steel and chemicals, alongside power generators that anchor broader hydrogen and ammonia value chains.
Infrastructure is treated not as an afterthought but as an integral part of the same bet.Fragmented, small-scale projects are seen as inherently inefficient.Since March 2025, the government has been accepting applications for “hub development support” to promote hydrogen clusters at specific ports and industrial zones.The idea is to share storage tanks, pipelines and import facilities across multiple users, concentrating demand and lowering per-unit infrastructure costs.
A high-stakes island gamble
Taken together, Japan's 3 trillion yen in price-gap subsidies, 20-year regulatory privileges for key equipment, and aggressive push for overseas supply chains amount to a high-stakes industrial gamble.In METI's telling, hydrogen is no longer just an energy carrier; it is a vehicle for securing strategic autonomy in a decarbonising world, where Europe and America dominate green technology deployment and China controls much of the battery and electric vehicle value chain.
The move also reveals the anxieties of a resource-scarce island economy.Japan is acutely aware that it cannot outbid larger players indefinitely in a scramble for LNG cargoes or oil supplies.By trying to lock in long-term contracts, build ships and engines, and create domestic clusters around hydrogen and ammonia, Tokyo is attempting to rewrite parts of the energy game on terms where it still has comparative strengths – advanced engineering, capital, and policy coordination.
Whether that gamble pays off will become clearer over the next five years.If costs fall as planned, if hubs coalesce around ports and industrial parks, and if key sectors such as steel, chemicals and power generation genuinely shift to low-carbon hydrogen and ammonia, Japan could emerge as a rule-setter in parts of the global hydrogen economy.If not, it risks spending billions on an expensive detour while others double down on cheaper renewables and electrification.
For other resource-poor islands in Asia, including Taiwan, Japan's choices offer both a warning and a template.In a world where energy transitions are increasingly shaped by industrial policy rather than pure market forces, Tokyo is betting that combining technology and capital at scale can buy it a seat at the table of the next energy order.
Original Article in Chinese
