Shipping poised to play a vital role in APAC cross-border CCUS initiatives

Singapore, 10 December 2024 - A joint study by the Global Centre for Maritime Decarbonisation (GCMD) and Boston Consulting Group (BCG) has identified shipping to play a key role in enabling CCUS initiatives, particularly when there is a large geographical mismatch between potential captured CO₂ sources and sequestration hubs.

The report, titled “Opportunities for Shipping to Enable Cross-border CCUS Initiatives”, found that shipping CO₂ will be especially important in Asia Pacific (APAC) due to the vast oceans and seas that separate emitters and sequestration sites, when compared to Europe.

To address this, several APAC governments, including Australia, Indonesia, Japan, Malaysia, Singapore and South Korea, are pursuing cross-border partnerships and initiatives to support cross-border CO₂ transportation and sequestration.

The study estimated that approximately 100 million tons per annum (MtPA) of CO₂ captured using carbon capture technologies is expected to be transported across national borders in APAC by 2050.

Transporting this annual tonnage would require between 85 to 150 liquefied CO₂ carriers of 50 kt capacity where the total investments needed for these vessels by 2050 could reach up to US$25 billion. Creating a market of this scale will necessitate concerted efforts from both the public and the private sector, including economic incentives, long-term contracts for midstream players, and greater clarity on key standards.

Shipping CO₂ is more economical over long distances compared to pipeline transport

Engaging approximately 60 individuals from 17 industry stakeholder organisations in group workshops and interviews, the study explored scenarios where shipping could play a role in CO₂ transport.

The study found that shipping becomes economically advantageous compared with pipeline transport of the same amount of CO₂ at longer distances. A threshold distance of 500 km was identified to be economically viable for transporting 5 MtPA CO₂ transport via shipping.

The emerging cross-border CCUS hubs and routes that are aligned with this criteria for CO₂ shipping include the Northern Lights project, which spans 500 to 1,000 km; intra-Southeast Asia routes ranging from 450 to 970 km; and the longest routes, Northeast Asia to Australia, which extends from 6,000 to 11,000 km.

Economic and regulatory gaps to address

Several financial and regulatory gaps also need to be addressed before cross-border CCUS materialises.

The investment required to scale up cross-border CCUS, including shipbuilding, port and terminal infrastructure development, is substantial. The end-to-end levelised cost of cross-border CCUS with shipping ranges from US$141-174 per ton of CO₂ for Southeast Asia routes to US$167-287 per ton of CO₂ for Northeast Asia-Australia routes. Capture and shipping costs constitute 60-80 per cent of the estimated total expenses.

A significant gap exists between levelised cross-border CCUS costs and domestic carbon pricing in APAC. Current carbon taxes and emissions trading system prices range from US$2 to 18 per ton of CO₂, representing approximately a ten-fold gap with the range of levelised CCUS costs in this region. Without additional financial support, the economics of cross-border CCUS could impede its development.

Nascent regulations could also hinder the development of cross-border CCUS in the region. Countries need to establish domestic regulations governing carbon accounting and verification methodologies for CCUS, as well as permitting procedures for cross-border CCUS projects.

Additionally, bilateral and multilateral frameworks are required to clarify jurisdictional authority for cross-border projects and allocate commercial and operational liabilities for CO₂ leaks during transport across the value chain. Establishing these regulations and frameworks can provide greater certainty for project developers, mitigating policy risks and supporting CCUS projects and offtake agreements.

Greater harmonisation of CO₂ shipping technical standards needed

To stimulate cross-border CCUS investment, stakeholders need clear technical specifications for CO₂ pressure, temperature, and purity, as these have significant cost, operational, and safety implications.

While shipping CO₂ under low pressure may offer economic benefits, such as increased vessel capacity and lower capital expenditure, it is operationally disadvantaged because storing CO₂ at such conditions, which are closer to the triple point will increase the risk of dry ice formation.

Impurities in CO₂ may also have implications on infrastructure buildout. The purification process to remove impurities can be costly, presenting a trade-off for companies who must decide between the cost of purification and the risk of accommodating impurities impacting the infrastructure system.

CO₂ purity specifications and responsibility for purification need to be aligned within a project’s value chain from capture to sequestration, to provide clarity and interoperability among participants along the value chain.

In APAC, the prevalence of sizeable emitters (defined as > 1 MtPA CO₂ emitted) reduces the need to aggregate captured CO₂ from different emitters. This opens the possibility of relaxing impurity thresholds compared to open-source models, which are more prevalent in Europe, that need to maintain more stringent CO₂ purity specifications to accommodate the aggregation of captured CO₂ from a diverse set of emitters.

Enabling factors for shipping in CCUS initiatives

The study identified three components that governments and private sector players must provide to activate the shipping industry for cross-border CCUS.

Direct economic support: Governments can extend economic assistance to midstream players, such as shipping and port providers, through financial incentives and new business models. These measures can reduce upfront capital expenditure and overall project costs, making cross-border CO₂ shipping more viable.  

Long-term contracts and minimum volume guarantees: Emitters need to provide long-term contracts to shipping and terminal providers – ideally 10 years or more - and commit to transporting a minimum volume of CO₂. This will give value chain participants greater certainty for planning and obtaining necessary financing for investments in vessels and terminal capacity.  

Clarity on standards and specifications for shipping: Shipping providers need clear regulations and guidelines on the standards governing tolerance limits for impurities in CO₂ cargo, operating pressures, and temperatures along the value chain. Early alignment on specifications will enable midstream players to develop interoperable infrastructure.

Simultaneous development of all value chain elements

The success of CCUS hinges on the simultaneous development of all parts of its value chain, including midstream activities like shipping and intermediate storage. By collaborating and addressing the challenges identified in this study, both public and private stakeholders can successfully develop the full CCUS value chain, unlocking the decarbonisation opportunities offered by this solution.

Professor Lynn Loo, CEO, GCMD said: “Our study shows that APAC has the potential to lead in CO₂ shipping. In APAC, emitters and sinks are often separated by large bodies of water over vast distances, unlike Northern Europe where CCUS facilities are more geographically concentrated. This makes shipping a more attractive mode of CO₂ transport in APAC, underscoring the importance of building up a shipping ecosystem. This effort entails constructing CO₂ carriers, developing port-side infrastructure, establishing standards and guidelines for transporting and offloading CO₂, and upskilling crew with requisite training. In this context, our earlier study that examined the challenges and opportunities for offloading CO₂ provides complementary insights applicable to the downstream stage of the value chain. It’s by piecing all the different parts of the value chain that we can collectively enable cross-border CCUS activities.”

Carl Clayton, Partner & Associate Director, Global Co-Lead for BCG’s CCUS Topic said: “The unique distribution of large emitters and sequestration sites across APAC offers significant opportunities for CO₂ shipping and cross-border CCUS. Northeast Asian emitting countries have a chance to drive technological innovation and strengthen their leadership in commodity shipping, while Southeast Asia and Australia can utilise their vast depleted oil and gas and other storage assets, to foster green economy growth and international collaboration. Government support will be essential in the short term to ensure economic viability and to address cross value chain risks. Additionally, the industry must align on technical specifications, including CO₂ pressure, temperature, and purity specifications, to enable seamless operations and infrastructure interoperability.”

To access the full study findings, please download the report here.

About the Global Centre for Maritime Decarbonisation

The Global Centre for Maritime Decarbonisation (GCMD) was established as a non-profit organisation on 1 August 2021 with a mission to support the decarbonisation of the maritime industry by shaping standards, deploying solutions, financing projects, and fostering collaboration across sectors.

Founded by six industry partners namely BHP, BW Group, Eastern Pacific Shipping, Foundation Det Norske Veritas, Ocean Network Express and Seatrium, GCMD also receives funding from the Maritime and Port Authority of Singapore (MPA) for qualifying research and development programmes and projects. Since its founding, bp, Hapag-Lloyd, Hanwha Ocean and NYK Line have joined as Strategic partners. To-date, over 100 centre- and project-level partners have joined GCMD, contributing funds, expertise and in-kind support to accelerate the deployment of scalable low-carbon technologies and lowering adoption barriers.  

Since its establishment, GCMD has launched four key initiatives to close technical and operational gaps in: deploying ammonia as a marine fuel, developing an assurance framework for drop-in green fuels, unlocking the carbon value chain through onboard carbon capture and articulating the value chain of captured carbon dioxide as well as closing the data-financing gap to widen the adoption of energy efficiency technologies.

GCMD is strategically located in Singapore, the world’s largest bunkering hub and busiest transshipment port. For more information, go to www.gcformd.org.

About Boston Consulting Group

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