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In this work, four illustrative CO 2 capture, utilization and storage chains are investigated in order to evaluate the economic feasibility of CCUS technologies in connection to the cement industry. A CCS reference chain in which 90% of the CO 2 emissions (or 0,694 MtCO 2 /y) are stored in a saline aquifer is first studied. Due to emissions related to energy usage in the capture, conditioning and transport processes, a total of 0,504 MtCO 2 /y are avoided, or 65% of the CO 2 emitted by the cement plant at a cost of 114 €/t CO 2 avoided. Then, production of ethanol, polyols or food-grade CO 2 is integrated to the chain, composing three alternative CCUS chains. These products are chosen based on an assessment of market, energy demand, and technology readiness level of technologies. For CCUS, we show that the economic feasibility is case dependent. The cost of producing blue ethanol is estimated as 656 €/t, slightly above the market value of 633 €/t. The cost per tonne of CO 2 avoided drops from 114€ (CCS) to 111€ (sugarcane-based displacement) and the amount of CO 2 avoided increases by 3%, to 0,518 MtCO 2 /y. In the second CCUS scenario, we have evaluated the integrated production of polyols. The entire CCUS chain avoids 0,708 MtCO 2 /y, and produces 288 kt/y of polyols, generating a profit of 18 €/t CO 2 avoided. In the third CCUS scenario, we show that the production of food-grade CO 2 is feasible as long as it is used to replace fossil-derived CO 2 , with a total CO 2 avoidance of 0,504 MtCO 2 /y at a cost of 108 €/t. A general conclusion from this work is that the average cement plant emits much more CO 2 than can be utilized in a single CO 2 utilization plant. That is either due to market constrains or limited availability of raw materials. For the routes evaluated in this work, the fraction of the emitted CO 2 directed to the utilization plant was always below 10%. Therefore, when connected to the cement industry, utilization is not likely to be applied as a stand-alone solution, but as an integrated link in the CCUS chain. • The economic feasibility of CCUS is case dependent. • Cement plants emit more CO2 than can be utilized. • Polyols may lead to profitable CCUS scenarios. • The economic benefits of synthetic ethanol are limited. • The economic benefits of using captured CO2 in greenhouses are limited. [ABSTRACT FROM AUTHOR]

This paper focuses on identifying the cost limits of two single-stage pressure–vacuum swing adsorption (PVSA) cycles for post-combustion CO 2 capture if the "ideal" zero-cost adsorbent can be discovered. Through an integrated techno-economic optimisation, we simultaneously optimise the adsorbent properties (adsorption isotherms and particle morphology) and process design variables to determine the lowest possible cost of CO 2 avoided (excluding the CO 2 conditioning, transport and storage) for different industrial flue gas CO 2 compositions and flow rates. The CO 2 avoided cost for PVSA ranges from 87.1 to 10.4 € per tonne of CO 2 avoided, corresponding to CO 2 feed compositions of 3.5 mol% to 30 mol %, respectively. The corresponding costs for a monoethanolamine based absorption process, using heat from a natural gas plant, are 76.8 to 54.8 € per tonne of CO 2 avoided, respectively showing that PVSA can be attractive for flue gas streams with high CO 2 compositions. The "ideal" adsorbents needed to attain the lowest possible CO 2 avoided costs have a range of CO 2 affinities with close to zero N 2 adsorption, demonstrating promise for adsorbent discovery and development. The need for simultaneously optimising the particle morphology and the process conditions are emphasised. • Minimum cost of capture for the ideal "zero-cost" adsorbent calculated. • Process inversion optimises adsorbent properties and process simultaneously. • Minimum CO 2 avoided cost: 10.4 €/t (30% CO 2 in feed) to 87.1 €/t (3.5% CO 2 in feed). • PVSA attractive for high CO 2 concentration streams (steel, cement). • Ideal adsorbent: Wide range of CO 2 affinity and negligible N 2 affinity. [ABSTRACT FROM AUTHOR]

Transport is a key element of carbon dioxide (CO 2) capture, transport, and storage (CCTS) supply chains. Early movers, particularly inland emitters (e.g., in continental Europe), do not yet have access to a fully developed CO 2 network infrastructure connecting them with the offshore storage hubs (e.g., in the European northern seas, as these belong to the first wave of storage infrastructure that will be developed in Europe). Therefore, specific source-to-sink CCTS supply chains combining and integrating different transport options must be developed and deployed first. In this work we analyse such transport options, which include (i) tank containers that can be transported by trucks, trains, barges, or ships, (ii) dedicated tanks permanently integrated into trucks, trains, barges, or ships, and (iii) pipelines. We develop general and portable methods, criteria, and correlations to determine the cost of transport through any given connection between two nodes in a CO 2 network infrastructure, using any of the modes of transport above, as a function of distance and capacity. In particular, the correlations are based on real data collected through interviews with service providers and stakeholders. Based on the associated techno-economic assessment and the consideration of additional performance indicators of a more holistic nature, we carry out a multi-criteria assessment of the different transport options. Such multi-criteria approach allows for a holistic and transparent comparative assessment of the different alternatives for a whole CCTS supply chain, as illustrated with reference to a very specific connection. • Identification of CO 2 transport solutions at different technology readiness levels. • Solutions to transport CO 2 from inland emitters to storage sites already exist today. • Techno-economic analysis based on data from current industrial providers. • Multi-criteria comparative assessment of the CO 2 transport options. [ABSTRACT FROM AUTHOR]

• Techno-economic study of heat supply for partial carbon capture in process industry. • New method to estimate heat supply cost to enhances abatement cost curves. • Method includes multi-period optimization of heat sources; provides cost functions. • Result: Temporal variations in residual heat impact capture cost significantly. • Result: Site energy system of a refinery can supply heat to mitigate > 75% emissions. Carbon capture and storage (CCS) activities need to be ramped up to address the climate crisis. Abatement cost curves can help to identify low-cost starting points and formulate roadmaps for the implementation of CCS at industrial sites. In this work, we introduce the concept of energy supply cost curves to enhance the usefulness and accuracy of abatement cost curves. We use a multi-period mixed-integer linear programming (MILP) approach to find an optimal mix of heat sources considering the existing site energy system. For a Swedish refinery, we found that residual heat and existing boiler capacities can provide the heat necessary for CCS that avoids >75% of the site's CO 2 emissions. Disregarding the existing site energy system and relying on new heat supply capacities instead, would lead to capture costs that are 40–57% higher per tonne of CO 2 -avoided (excl. CO 2 liquefaction, transport, and final storage). Furthermore, we estimated that temporal variations of heat sources (intermittent residual heat) increases the heat supply cost and emissions by 7–26% and 9–66%, respectively. The proposed method for optimization of the energy supply mix considering temporal variations of heat sources enables detailed estimates of energy supply costs for CO 2 capture rates ranging from partial to full capture, and thus, improve abatement cost curves. [ABSTRACT FROM AUTHOR]

In the literature, different energy carriers are proposed in future long-distance hydrogen value chains. Hydrogen can be stored and transported in different forms, e.g. as compressed dense-phase hydrogen, liquefied hydrogen and in chemically bound forms as different chemical hydrides. Recently, different high-level value chain studies have made extrapolative investigations and compared such options with respect to energy efficiency and cost. Three recent journal papers overlap as the liquid hydrogen option has been considered in all three studies. The studies are not fully aligned in terms of underlying assumptions and battery limits. A comparison reveals partly vast differences in results for chain energy efficiency for long-distance liquid hydrogen transport, which are attributable to distinct differences in the set of assumptions. Our comparison pinpoints the boiloff ratio, i.e. evaporation losses due to heat ingress, in liquid hydrogen storage tanks as the main cause of the differences, and this assumption is further discussed. A review of spherical tank size and attributed boiloff ratios is presented, for existing tanks of different vintage as well as for recently proposed designs. Furthermore, the prospect for further extension of tanks size and reduction of boiloff ratio is discussed, with a complementary discussion about the use of economic assumptions in extrapolative and predictive studies. Finally, we discuss the impact of battery limits in hydrogen value chain studies and pinpoint knowledge needs and the need for a detailed bottom-up approach as a prerequisite for improving the understanding for pros and cons of the different hydrogen energy carriers. • Liquid hydrogen (LH 2) is a prospective hydrogen energy carrier among other options. • A review of recent value chain studies reveals highly differing estimates for overall energy efficiency, which are attributable to differences in underlying assumptions. • Assumptions pertaining boiloff ratio in LH 2 storage tanks are discussed on the background of proven technology as well as expectations for capacity and performance extrapolations. • Differences in techno-economic assumptions and battery limits are discussed. The presumptive main assumptions in different studies and their potential impacts on overall results are reviewed, compared and discussed. [ABSTRACT FROM AUTHOR]

International shipping is crucial for freight transport, but it relies primarily on fossil fuels, contributing 3% of global greenhouse gas emissions. This calls for urgent action to decarbonize the shipping industry. While renewable-based e-fuels are a strong candidate for decarbonization of this sector in the long run, deploying these to the required scale will take significant time, considering technical modifications onboard the vessels, as well as the changes in fuel production and infrastructure for distribution. Carbon capture from ships is another route to emission reduction that can be implemented faster due to the relatively high maturity of the technology. Tankers, dry bulk carriers, and container vessels contribute a majority of global shipping emissions and are therefore prime candidates for carbon capture and storage. Solvent-based post-combustion capture is chosen for this study as it is mature and suitable for marine applications, though technical, economic, environmental, and practical challenges remain. This paper assesses the technical feasibility of the capture system for ships; both retrofit and newbuild vessels. While achieving zero-emissions presents a significant challenge, it is feasible to attain 70%–90% CO 2 reduction through carbon capture in the near term. This reduction is crucial for transforming the industry into a more sustainable and environmentally friendly state. The limitation of space onboard is identified as a key factor in determining the viability, and the 70%–100% increase in energy consumption between existing ships and newbuild will be a substantial operational challenge. However, the high fuel consumption of the capture system could be economically acceptable if the price of alternative fuels remains high. [ABSTRACT FROM AUTHOR]

This paper investigates the deployment over time of a shipping infrastructure to enable carbon capture and storage from Norwegian industries. In particular, optimal transport investments, routing, shipping portfolio, and transport conditions required cost-efficiently connect nine Norwegian and Swedish industrial facilities to the Northern Light Initiative are identified based on a multi-period mixed-integer model. Optimization of the shipping portfolio allows us to analyze the potential benefits of economics of scale and how sailing multi-stop routes can utilize the potential benefits. Analyses show that the transport cost can be reduced by 12% when the optimal shipping portfolio is implemented instead of operating an independent transport chain for each emission source. Shipping at 7-bar is expected to result in lower costs compared 15-bar shipping, but a significant drawback is the technological maturity of the 7-bar transport technology. The model proposes two transport chains run in parallel as cost optimal, the average transport cost of the 15-bar chain is 32.4 €/ton, and the 7-bar has an average cost of 25.4 €/ton. A net present value criterion is used to identify the conditions for when retrofitting of the 15-bar transport chain is economically sound. Break-even is achieved when the ship's re-sale price is 60% of the purchase price, and the cost of retrofitting a 15-bar conditioning plant to a 7-bar is 40% of the investment cost. While retrofitting may be an attractive solution, the decisions lead to a less robust shipping portfolio, and the retrofitting of a fully operating carbon capture and storage value chain is regarded as unlikely. [ABSTRACT FROM AUTHOR]

Industry is responsible for one-quarter of the global CO 2 emissions. In this study, four different climate pathways are analyzed with a cost minimizing multihorizon stochastic optimization model, in order to analyze possible realizations of carbon capture and storage (CCS) in the power sector and main industrial sectors in Europe. In particular, we aim to achieve a deeper understanding of the distribution of capture by country and key sector (power, steel, cement and refinery), as well as the associated transport and storage infrastructure for CCS. Results point to the synergy effect of sharing common CCS infrastructres among power and major industrial sectors. The contribution of CCS is mainly found in three industrial sectors, particularly steel, cement and refineries) but also in the power sector to a lesser extent. It is worth noting that retrofitting of CCS in the power sector was not considered in this study. The geographical location for capture and storage, as well as timing and capacity needs are presented for different socio-economic pathways and corresponding emission targets. It has been shown that contributions of the three industry sectors in emissions reductions are neither geographically nor sector-wise homogeneous across the pathways. • Study of potential synergies between shared CCS infrastructure in the power sector and industry. • Study of the interplay between CCS and renewables in the power sector. • CCS strategies for the steel, cement and refinery sectors of Europe. • Timing and investment volumes needed to capture, transport and store CO 2. • Guided by climate targets of socio-economic pathways of IPCC. [ABSTRACT FROM AUTHOR]