DB Cargo finds capacity for 17 daily CO₂ trains to Wilhelmshaven

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A study commissioned by developers of a planned carbon dioxide export terminal in Wilhelmshaven has found that Germany’s rail network could support up to 17 CO₂ trains per day in each direction by 2033.

The assessment by DB Cargo, DB InfraGO, HES International and Harbour Energy examined whether captured industrial emissions could be transported safely and reliably from production sites to the planned CO₂nnectNow terminal.

The study, conducted between mid 2025 and early 2026, concluded that rail operations could begin before the end of the decade. Around 11 trains per day in each direction could serve the terminal by 2030, rising to 17 by 2033 as captured volumes increase.

That finding gives cement plants, lime producers, waste treatment facilities and other industrial emitters a potential transport route to offshore storage sites without waiting for an extensive national CO₂ pipeline network.

DB Cargo and DB InfraGO analysed the requirements of 11 industrial companies, including their connections to the main rail network, local loading conditions, junction capacity and possible infrastructure bottlenecks.

The work considered complete logistics chains rather than only the movement between railway terminals. Each participating industrial location therefore required an individual assessment of loading equipment, train formation, available paths and connections to Wilhelmshaven.

Rail could be particularly relevant for industrial plants that are geographically dispersed or located too far from planned CO₂ pipelines. Like feeder services connecting regional cargo with a deep sea container hub, trains could consolidate liquefied CO₂ at Wilhelmshaven before its onward movement by ship.

The volumes would create a substantial new rail freight market. At 11 trains in each direction, the system would generate 22 loaded and return movements per day. That figure would rise to 34 movements when the planned 2033 level is reached.

The published findings did not disclose the expected tonnage carried by each train, the number of tank wagons required or the total annual CO₂ throughput represented by the proposed schedule.

Captured CO₂ would be liquefied before transport and loaded into specially insulated cryogenic tank wagons. The trains would operate under hazardous goods procedures, including continuous monitoring, emergency planning and certified handling processes.

DB Cargo plans to use dual mode locomotives to reduce delays where routes include both electrified and nonelectrified sections. Hydrotreated Vegetable Oil could also replace conventional diesel on sections where electric traction is unavailable.

Torsten Lüders, head of DB Cargo’s Liquids and Bulk business unit, said the operator intends to provide planning, equipment and transportation services for future carbon logistics projects.

DB Cargo BTT, the group’s specialist chemicals and hazardous goods unit, would be responsible for applying the safety and quality systems needed to move liquefied CO₂. These include round the clock emergency management and shipment monitoring.

The operational challenge will be maintaining reliable train paths for time sensitive CO₂ flows while Germany’s rail network continues to face capacity constraints and construction work. The study identified potential bottlenecks but concluded that the proposed traffic levels could be accommodated.

HES International is developing CO₂nnectNow at its existing Wilhelmshaven tank terminal. The site already has rail access and deepwater berths, allowing it to receive trains, store liquefied CO₂ temporarily and load the cargo onto specialised ships.

HES expects vessels to begin calling at the terminal from 2030. The CO₂ would then be transported to offshore geological formations in the North Sea, including storage locations being developed by Harbour Energy.

HES would be responsible for expanding and operating the terminal, while Harbour Energy would develop storage capacity. The model separates collection, inland transport, terminal handling, marine transport and permanent storage into distinct operational stages.

The project follows changes to Germany’s carbon transport and storage framework that have opened a route for commercial CCS development and cross border exports. Further agreements and permits will still be needed before German CO₂ can move routinely to storage sites in other North Sea countries.

The partners are now discussing the study results with industrial emitters and developing the individual concepts into commercial transport services. Detailed decisions will be required on wagon procurement, loading facilities, train paths, terminal capacity and shipping schedules before operations can begin.