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TECHNOLOGY CARBON CAPTURE AND STORAGE “We are starting to see interest in foating storage and in-

Policy as the Decisive Lever jection units,” he says. “Rather than a fxed offshore facility,

DNV recognizes the importance of CCS technology for a foating vessel could receive shipments of CO2 and inject energy transition, recognizing it must scale signifcantly. them into storage. Once the store is full, the vessel could relo-

DNV sees its role as helping to ensure early CCS projects are cate to another storage site. There are still technical questions deployed successfully, which will enable the scaling up the around operations and equipment for such foating facilities, technology, by delivering advisory and verifcation services to such as the use of fexibles for CO2. Such challenges have reduce risk and ensure projects succeed.

been examined in detail through DNV’s recent CO2 Offshore “For example, on the Greensands project in Denmark, we

Injection Joint Industry Project”.

have performed CO2 storage certifcation considering the requirements of ISO 27914 – reviewing the work performed

Maritime, Hydrogen and Carbon Removal: to develop the storage site and confrming it conforms to the

Extending the Value Chain standard using service specifcation DNV-SE-0473,” Bur-

Beyond industrial applications, carbon capture concepts are rows said.

extending offshore and into the decarbonization of the mari-

Ultimately, Burrows point outs, the policy remains the de- time industry. terminant of scale.

“We are seeing more interest in capturing CO2 on foating “CCS deployment is entirely dependent on policy support. production, storage, and offoading (FPSO) units.

Generally, for projects to move ahead, the cost of emitting

For example, DNV performed a technology qualifcation CO2 must be greater than the cost of capturing and storing it.” for SBM to assess capturing CO2 from gas turbines on one he said. “In North America, deployment is primarily driven of its FPSO designs. Petrobras separates CO2 from produced by the 45Q tax credit. In Europe, it is driven by the EU ETS gas and reinjects it in the Santos Basin. In such cases, it may carbon price and supporting national policy. be cost-effective to also capture CO2 from power production

Despite clear progress and what the report describes as onboard,” Burrows says. a pivotal decade ahead, Burrows emphasizes that no single

Onboard carbon capture for ships is also gaining attention.

technology will deliver the transition alone.

“Onboard carbon capture could be one of the more cost- “The reality is, if we look at energy transition, we need all effective means to decarbonize maritime vessels,” he notes. solutions. There's no one correct solution. We'll need every- “Technical challenges remain, such as power requirements for thing and lots of it.” capture, storage in high-pressure tanks, and offoading infra-

In his view, CCS is not a silver bullet, but without it, the structure in ports.” arithmetic of decarbonization simply does not add up.

According to DNV’s outlook, onboard carbon capture is

Further details of DNV’s CCUS activities, including ac- expected to scale beyond 2040 and could capture a signifcant cess to DNV’s Energy Transition Outlook: CCUS to 2050 portion of maritime emissions by mid-century, assuming sup- can be found on DNV’s website - https://www.dnv.com/ porting infrastructure develops accordingly. focus-areas/ccs/

Hydrogen production further reinforces the need for CCS in- frastructure, with carbon diox- ide removal (CDR) adding an- other layer.

“Blue hydrogen involves pro- ducing hydrogen from natural gas, generating CO2 that must be transported and stored. Similarly, if we are going to remove CO2 from the atmosphere at scale, we will rely on CCS infrastructure to store it permanently,” Burrows explains.

The report forecasts that CDR could reach 330 MtCO2 in 2050, about one-quarter of total cap- tured emissions, with bioenergy with CCS generally offering low- er costs than direct air capture.

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