Mikael Odenberger

Transportation infrastructure for CCS - Experiences and expected development

Publisher Summary For commercialization of CO 2 Capture and Storage (CCS) from fossil-fuelled power plants, an infrastructure for the transportation of captured carbon dioxide (CO 2 ) from the sources of emission to the storage sites is required. This chapter illustrates the way a CCS transportation infrastructure can be developed by applying pipeline and ship transportation. It summarizes the experiences and critical design criteria for the pipeline and ship transportation of CO 2 and identifies and analyses type scenarios based on these modes of transportation. For a large power station located far from the disposal site, a single pipeline from source to sink cam be used. A single network is, however, believed to have an upper capacity limit because single storage regions will have upper limits in receiving rate. If several power stations can use a coordinated network, the transportation costs can be lowered. Such a coordinated network can also include ship transportation. Ships are more flexible than pipelines when it comes to the adaptability of capacity and transportation route, and a transportation system including both ships and pipeline will, therefore, make the infrastructure more adaptable to the variations in the infrastructure of the storage location.

Electric road systems in Norway and Sweden-impact on CO 2 emissions and infrastructure cost

This study investigates a large-scale implementation of electric road system (ERS) in Norway and Sweden by analysing (i) which roads, (ii) how much of the road network and (iii) what vehicle types that are beneficial to electrify based on analysis of road traffic volumes, CO2 emissions mitigation potential and infrastructure investment costs per vehicle kilometre. All European and National roads in Norway and Sweden have been included assuming different degrees of electrification in terms fraction of the road length with ERS, prioritizing high traffic roads. The results show similar effect from ERS in Norway and Sweden. Implementing ERS on 25% of the busiest European and National road length in both countries is enough to result in an electrification of approximately 70% of the vehicle kilometres on these roads and 35% of the total vehicle kilometres on all roads. An ERS on all European and National roads will include 60 and 70% of the vehicle kilometres and CO2 emissions from all heavy traffic in Norway and Sweden, respectively. The results also show that aiming to electrify more than 50% of the light vehicles with ERS implies that also county roads and private roads need to be included. For a majority of the European and National roads, the infrastructure investment cost per vehicle kilometre are low compare to the current cost for diesel per kilometre assuming a depreciation time of ERS investments of 35 years.