Transport Solutions for Small-Scale CO2 Emitters in Austria

Mario Lechmann

doi:10.34901/mul.pub.2026.112

Transport Solutions for Small-Scale CO2 Emitters in Austria

Titel in Übersetzung: Transportlösungen für kleinmaßstäbliche CO2-Emittenten in Österreich

Mario Lechmann

Lehrstuhl für Geoenergy Production Engineering (550)

Publikation: Thesis / Studienabschlussarbeiten und Habilitationsschriften › Masterarbeit

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Abstract

Diese Arbeit untersucht wie dezentral verteilte CO2-Emittenten mit teils kleinen Emissionsmengen in Österreich in eine zukünftige CO2-Transportinfrastruktur integriert werden können. Für Österreich liegt bereits eine Machbarkeitsstudie für ein nationales CO2-Pipelinenetz mit Fokus auf große Punktquellen vor. Zahlreiche Emittenten sind jedoch räumlich dezentral verteilt oder wirtschaftlich nicht direkt an die geplanten Pipelinekorridore anbindbar. Für diese Standorte sind daher alternative Transportlösungen erforderlich, die eine Anbindung über definierte Einspeise- bzw. Umschlagpunkte (Hubs) unter technischen, logistischen und wirtschaftlichen Randbedingungen ermöglichen.
Ausgehend vom moderaten Dekarbonisierungspfad dieser Machbarkeitsstudie demonstriert die Arbeit ein generalisiertes, hub-basiertes Bewertungsverfahren für diskontinuierliche Transporte von flüssigem CO2 mittels LKW und Zug im mittleren Druckniveau (14–20 bar). Nicht-pipeline-angebundene Emittenten werden im 2050-Szenario räumlich identifiziert, hinsichtlich direkter Bahnzugänglichkeit klassifiziert und geeigneten Co-Location- oder Cluster-Hubs zugeordnet. Anschließend werden Straßen- und Bahntransportdistanzen ermittelt und in ein einheitliches Kostenmodell überführt, welches die spezifischen Transportkosten (€/t) für LKW und, sofern möglich, Bahn vergleicht. Bei geringen Kostendifferenzen wird zusätzlich ein ökologischer Vergleich der jeweiligen Transportemissionen als sekundäres Entscheidungskriterium angewendet.
Die Ergebnisse zeigen, dass eine Integration dezentraler Emittenten über Hub-basierte Anbindungen im betrachteten Szenario realisierbar sind. Insgesamt werden 54 nicht direkt angebundene Emittenten bewertet, davon verfügen 33 über einen direkten Bahnanschluss. Die Straßenentfernungen (eine Richtung) liegen zwischen 6 und 114 km (Median 32 km), die Bahnstrecken zwischen 5 und 145 km (Median 39,9 km). Die spezifischen Transportkosten betragen für LKW 1,4–40,3 €/t (Median 7,6 €/t) und für den Zug 0,7–21,3 €/t (Median 7,4 €/t). Die finale Empfehlung ordnet 34 Emittenten dem LKW-Transport und 19 dem Bahntransport zu, einschließlich jener Fälle, in denen die Bahn bei ähnlichem Kostenniveau aufgrund geringerer betrieblicher Emissionen bevorzugt wird. Insgesamt bietet der hub-orientierte Netzentwurf jedem Emittenten vergleichbare Einspeisemöglichkeiten. Darüber hinaus kann beim Zugtransport durch Bündelung entlang gemeinsamer Routen ein Potenzial für zusätzliche Kosten- und Auslastungsvorteile gezeigt werden.

Titel in Übersetzung	Transportlösungen für kleinmaßstäbliche CO2-Emittenten in Österreich
Originalsprache	Englisch
Qualifikation	Dipl.-Ing.
Gradverleihende Hochschule	Montanuniversität
Betreuer/-in / Berater/-in	Langbauer, Clemens, Betreuer (intern) Yoshioka, Keita, Mitbetreuer (intern)
Datum der Bewilligung	27 März 2026
DOIs	https://doi.org/10.34901/mul.pub.2026.112
Publikationsstatus	Veröffentlicht - 2026

Bibliographische Notiz

nicht gesperrt

UN SDGs

Dieser Output leistet einen Beitrag zu folgendem(n) Ziel(en) für nachhaltige Entwicklung

SDG 7 – Erschwingliche und saubere Energie
SDG 12 – Verantwortungsvoller Konsum und Produktion

Schlagwörter

CO2-Transportlogistik
CCUS-Infrastruktur
Multimodaler CO2-Transport
Planung von CO2-Pipelinenetzen
Nichtleitungsgebundener CO2-Transport
Lebenszyklusanalyse (LCA)
Hard-to-abate-Industrie
Industrie-Dekarbonisierung
Österreichische Carbon-Management-Strategie
CO2-Punktquellen
Techno-ökonomische Bewertung (TEA)
Source-to-Network-Matching

Zugriff auf Dokument

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Dieses zitieren

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title = "Transport Solutions for Small-Scale CO2 Emitters in Austria",

abstract = "This thesis addresses the integration of decentralised, small-scale CO2 emitters in Austria into a future national CO2 transport system. While Austria has commissioned a feasibility study for a CO2 pipeline network focusing on major emitters, many potential CO2 point sources remain geographically decentralised or economically unconnectable to the planned pipeline corridors. As a result, these non-pipeline-connected sources require alternative “pre-transport” solutions that can connect them to pipeline feed-in hubs under realistic technical, logistical and economic boundary conditions. To support source-to-network matching for such emitters under the moderate decarbonisation pathway, this work develops and applies a generalised, hub-based assessment procedure for batch-wise CO2 transport using truck and train transport of liquid CO2 at medium-pressure conditions (14–20 bar). Non-pipeline-connected emitters are identified spatially in the 2050 full expansion scenario, screened for rail accessibility and assigned to co-location or cluster hubs near pipeline corridors. Road and rail distances are then determined and used as inputs to a uniform cost model that compares specific transport costs (€/t) for truck and, if feasible, train. Where cost differences are small, an environmental comparison based on operational transport emissions is applied as a secondary decision criterion. The results demonstrate that a decentralised integration is feasible through hub-based transport to pipeline connection points. In total, 54 non-pipeline-connected emitters are assessed, where 33 have a direct rail accessibility. One-way road distances range from 6–114 km (median 32 km), while rail distances vary from 5–145 km (median 39.9 km). Truck-specific transport costs are between 1.4–40.3 €/t (median 7.6 €/t), whereas rail-specific transport costs range from 0.7–21.3 €/t (median 7.4 €/t). The final mode recommendation assigns 34 emitters to truck and 19 to rail transport, including cases where rail is selected due to lower operational emissions at similar cost levels. Overall, the findings underline the importance of hub-oriented network design for fair feed-in possibilities across regions and indicate that bundling along shared routes can further reduce costs and rail network utilisation, especially for train-based transport.",

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author = "Mario Lechmann",

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doi = "10.34901/mul.pub.2026.112",

language = "English",

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AU - Lechmann, Mario

N1 - no embargo

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N2 - This thesis addresses the integration of decentralised, small-scale CO2 emitters in Austria into a future national CO2 transport system. While Austria has commissioned a feasibility study for a CO2 pipeline network focusing on major emitters, many potential CO2 point sources remain geographically decentralised or economically unconnectable to the planned pipeline corridors. As a result, these non-pipeline-connected sources require alternative “pre-transport” solutions that can connect them to pipeline feed-in hubs under realistic technical, logistical and economic boundary conditions. To support source-to-network matching for such emitters under the moderate decarbonisation pathway, this work develops and applies a generalised, hub-based assessment procedure for batch-wise CO2 transport using truck and train transport of liquid CO2 at medium-pressure conditions (14–20 bar). Non-pipeline-connected emitters are identified spatially in the 2050 full expansion scenario, screened for rail accessibility and assigned to co-location or cluster hubs near pipeline corridors. Road and rail distances are then determined and used as inputs to a uniform cost model that compares specific transport costs (€/t) for truck and, if feasible, train. Where cost differences are small, an environmental comparison based on operational transport emissions is applied as a secondary decision criterion. The results demonstrate that a decentralised integration is feasible through hub-based transport to pipeline connection points. In total, 54 non-pipeline-connected emitters are assessed, where 33 have a direct rail accessibility. One-way road distances range from 6–114 km (median 32 km), while rail distances vary from 5–145 km (median 39.9 km). Truck-specific transport costs are between 1.4–40.3 €/t (median 7.6 €/t), whereas rail-specific transport costs range from 0.7–21.3 €/t (median 7.4 €/t). The final mode recommendation assigns 34 emitters to truck and 19 to rail transport, including cases where rail is selected due to lower operational emissions at similar cost levels. Overall, the findings underline the importance of hub-oriented network design for fair feed-in possibilities across regions and indicate that bundling along shared routes can further reduce costs and rail network utilisation, especially for train-based transport.

AB - This thesis addresses the integration of decentralised, small-scale CO2 emitters in Austria into a future national CO2 transport system. While Austria has commissioned a feasibility study for a CO2 pipeline network focusing on major emitters, many potential CO2 point sources remain geographically decentralised or economically unconnectable to the planned pipeline corridors. As a result, these non-pipeline-connected sources require alternative “pre-transport” solutions that can connect them to pipeline feed-in hubs under realistic technical, logistical and economic boundary conditions. To support source-to-network matching for such emitters under the moderate decarbonisation pathway, this work develops and applies a generalised, hub-based assessment procedure for batch-wise CO2 transport using truck and train transport of liquid CO2 at medium-pressure conditions (14–20 bar). Non-pipeline-connected emitters are identified spatially in the 2050 full expansion scenario, screened for rail accessibility and assigned to co-location or cluster hubs near pipeline corridors. Road and rail distances are then determined and used as inputs to a uniform cost model that compares specific transport costs (€/t) for truck and, if feasible, train. Where cost differences are small, an environmental comparison based on operational transport emissions is applied as a secondary decision criterion. The results demonstrate that a decentralised integration is feasible through hub-based transport to pipeline connection points. In total, 54 non-pipeline-connected emitters are assessed, where 33 have a direct rail accessibility. One-way road distances range from 6–114 km (median 32 km), while rail distances vary from 5–145 km (median 39.9 km). Truck-specific transport costs are between 1.4–40.3 €/t (median 7.6 €/t), whereas rail-specific transport costs range from 0.7–21.3 €/t (median 7.4 €/t). The final mode recommendation assigns 34 emitters to truck and 19 to rail transport, including cases where rail is selected due to lower operational emissions at similar cost levels. Overall, the findings underline the importance of hub-oriented network design for fair feed-in possibilities across regions and indicate that bundling along shared routes can further reduce costs and rail network utilisation, especially for train-based transport.

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KW - CCUS-Infrastruktur

KW - Multimodaler CO2-Transport

KW - Planung von CO2-Pipelinenetzen

KW - Nichtleitungsgebundener CO2-Transport

KW - Lebenszyklusanalyse (LCA)

KW - Hard-to-abate-Industrie

KW - Industrie-Dekarbonisierung

KW - Österreichische Carbon-Management-Strategie

KW - CO2-Punktquellen

KW - Techno-ökonomische Bewertung (TEA)

KW - Source-to-Network-Matching

KW - CO2 transport logistics

KW - CCUS infrastructure

KW - Multimodal CO2 transport

KW - CO¿ pipeline network planning

KW - Non-pipeline CO2 transport

KW - Life Cycle Assessment (LCA)

KW - Hard-to-abate Industry

KW - Decarbonisation

KW - Austria carbon management strategy

KW - CO2 Point Sources

KW - Techno-economic assessment (TEA)

KW - Source-to-Network-Matching

U2 - 10.34901/mul.pub.2026.112

DO - 10.34901/mul.pub.2026.112

M3 - Master's Thesis

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