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New Concepts in Material Handling

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The cement industry can adopt newer material handling concepts with the help of a few innovations. Jai Gupta explores the new material handling ideas available and how these can be implemented.

The Indian cement industry has witnessed rapid growth in the past two decades. The overall production capacity of several sectors has doubled or even quadrupled over this period. Such rapid growth has posed several challenges for the industry, some of which are:

  • The conventional?easy to access? locations are no more available. New projects are forced to go for difficult-to-access locations from where material movements are difficult.
  • Land is gradually becoming a scarce resource. The industry is facing difficulties in land availability/ acquisition, and is hence being forced to go away from the markets or is being forced to manage in a limited area.
  • Unit sizes are becoming larger to harness economies of scale. Such enlargement in size is forcing the industry to market its products in larger areas.
  • With specific reference to the cement industry, growing demands and need of fly ash-based PPC production has forced many industry players to set up grinding units close to thermal power plants for fly ash consumption. As these thermal power plants are generally located closer to densely populated areas, space is always a constraint and hence they cannot develop good infrastructure for rail/road movement of material.

All the issues enumerated above are putting more and more pressure on the logistics of material movement. As material transportation is a sizeable portion of the total cost of production, any gains or reduction in cost of material movement could help the industry greatly.
Due to the needs of high capacity material movement at fast pace and inadequacy of road networks in remote areas, the industry?s reliance on rail transportation has substantially increased. Some good ideas have been implemented, relating to material movement through rail routes. These concepts have been successfully employed by Holtec in cement as well as other industries, and could help the industry in optimising expenses on material handling.

New Concepts in Material Handling
i.In-motion loading of material in railway rakes
ii.Movable wagon loader feeding stationary rakes
iii.Use of bottom discharge wagons for transport and its easy and fast unloading iv.Use of wagon shifters to substantially reduce the area required for the installation of a wagon tippler.

In-Motion Loading of Material in Railway Rakes
For majority of the industries requiring bulk material transportation, loading is usually done through either multiple overland hoppers constructed on top of the railway tracks, or manually through pay loaders. The usual time taken for one complete rake varies from three-six hours depending upon the arrangement or equipment employed. More number of hoppers or pay loaders can reduce the time taken; however, they add to certain other issues, such as:

  • Heavy to very heavy civil construction
  • More number of operators
  • Dust nuisance, spillages, material wastage and degradation etc.
  • With a rapid loading system, the entire rake can be loaded in about 60-80 minutes, from a single discharge point.

What is Rapid Loading?
In rapid loading of material, material is loaded on a rake, while the railway rake is in motion. One silo (of about one full rake capacity) is constructed on top of the rail track. Below the hopper, another small hopper is provided on load cells, which can accommodate about one wagonload of material. The above two hoppers are connected through hydraulic gates and a large chute, so that within seconds, material gets transferred from the main hopper to the pre-weigh hopper (mounted on the load cell).
Before a rake arrives, the silo is filled, so that fast material loading on the rake does not get disturbed. In the beginning, the load cell hopper is filled with pre-weighed material. As soon as the wagon comes in position, the loading starts and by the time it crosses, the complete wagon is loaded. During the period of wagon change, the pre-weigh hopper again receives the material from the main hopper, so that by the time another wagon comes into position, it is ready with the material. During this entire operation, the railway rake moves at the speed of about 0.6 to 0.7 km/hr. That means a full railway rake of about 650 m length is likely to get loaded in about one hour.
The majority of the collieries in India have been using the rapid loading system for coal rake loading.
Adopting a similar concept, Holtec designed a rapid loading system for lignite. As the system was designed for lignite, it was substantially different from the usual rapid loading system. However, it has been performing very successfully for the last 10-12 years. At this location, a rake of about 40 wagons is being loaded in about 45 minutes. Although the system is located close to a densely populated area, owners do not face any difficulties in operation as the process generates negligible dust. The material filling and closing is done through hydraulic gates, and wagon positioning is sensed through the proximity switches. A little bit of maintenance and care in operation is enough to keep the system spillage free.
At this location, there were several constraints such as poor soil bearing capacity, low water table, limited execution period, etc. Hence, while designing the system, three small silos were constructed to store one rake load of material, rather than a single hopper. A single hydraulic system was considered with three chutes below each of the silos, without affecting the investment cost. Underground construction was reduced to a minimum, and as lignite is light, no pre-weigh hopper was installed. The arrangement as installed for lignite loading has been depicted in Fig.-1.Benefits
The conventional system of rail loading requires three to six hours for loading of one complete rail rake, whereas with rapid loading system, the entire loading operation for one rake could be completed in about one hour. Assuming average savings of three hours per rake, we may save about 2,000 rake-hours annually, for a handling of about 2 million tonnes per annum (MTPA) capacity. Such faster movements help in better utilisation of rakes, especially if the company owns the rakes.

  • The total investment required for rapid loading is substantially lower as compared to conventional systems.
  • Reduced number of operators and attendants.
  • Dust nuisance, material wastage and degradation are substantially reduced.

Prerequisites
For the hauling of railway rake at a constant speed of 0.6 to 0.7 km/hr, creep drives need to be installed on the locomotive. As the normal locomotives from railways do not have this facility, the plant will have to maintain its own locomotive for haulage of the railway rake.Movable Wagon Loader to Load Stationary Rake
The proposal of rapid loading of railway rake is a good option, but it essentially needs full rake space on either side of the loading point. Secondly, it also needs a dedicated loco which can pull the complete rake at a fixed speed.
Recently for a project, the available land was insufficient to go ahead with a rapid loading system. Also, the client was not inclined to go for the purchase of loco. Hence, we looked for alternate options and came out with a solution of movable wagon loader which can load the rake while on the move.
The wagon loader is generally placed in the centre and on its either side, rail tracks are constructed so that two full rakes can be placed on either side. The wagon loader is fed by a stacking conveyor and has a reversible boom conveyor for feeding the wagons on both the tracks as per requirements.
The wagon loader capacity can be in the range of 1,500-2,000 tph without any difficulty. The wagon loader is provided with a diversion chute at the outlet, which is designed in such a way that it diverts the material into the next wagon, at the junction point. After certain travel, it returns back to the earlier discharge point.
As the performance of the equipment largely depends upon consistent feeding of material, we need to either have a dedicated storage with some positive discharge equipment, or connection is made with consistent feed from the existing storage itself.
The speed of the wagon loader is controlled with the material on the conveyor. With capacity variations in feed, loader speed is adjusted automatically. As the material feed to the wagon is gradual, we get a smooth filling to the wagon. The smoother the filling, lesser is the dust nuisance. For the materials conducive to water spray, a foggy water spray ring can be provided around the discharge chute so that the nuisance dust generation can be further reduced. A few typical arrangements of wagon loaders are shown in Pic-1. Benefits
Conventional rail loading/rapid loading requires approximately 1.5 km of rail tracks for the loading of a complete rail rake in one go. With the proposed arrangement for loading of rail rake, only about 800 m of rail track length is required. In many circumstances, rail track length is a constraint and this solution can immensely help.
The loading time of a rake can be within two hours, which is better than the conventional system, and still saves about two hours of loading time per rake. Expected annual savings on rail rake hours will be about 1,400 hours, for a handling of about 2 MTPA capacity. Such faster movements help in better utilisation of rakes, especially if the company owns them.

  • The total investment required is low. It does not require any on-track storages.
  • Reduced number of operators and attendants.
  • Dust nuisance, material wastage and degradation is substantially reduced.

Use of Bottom Discharge Wagons for Material Transport and Its Easy Unloading Traditionally, majority of the industry has been using normal BOX/BOXN type of wagons for transportation of various goods. For the unloading of these wagons, wagon tipplers are installed through which these wagons are unloaded. As the Railways allows seven hours of free time for mechanised unloading, wagon tipplers were typically designed to unload a full rake of 58 wagons in approximately four-five hours (i.e., 12-15 wagons unloading per hour).

As the Railways wishes to go for longer rakes with larger capacity wagons, in recent years RDSO has released certain new guidelines. According to these guidelines, all new installations (installed after November 2010) shall take into consideration larger wagon size and unloading speed shall be increased to about 25 wagons per hour. As per the new designs of wagon tipplers, size of wagon tippler, its civil construction requirements and capacities of the material handling equipment have substantially increased.

As such, installation of a wagon tippler and associated auxiliaries was expensive, and recent enforcement from Railways, has further escalated the cost of installations of the wagon tippler and its associated auxiliaries.

As against BOXC and BOXN type of wagon allocated to the industry, power plants are allocated bottom discharge wagons (BOBRN), which can be emptied through pneumatic gates installed below the wagons. For the discharge of such wagons, thermal power plants install long track hoppers with plough feeders. This is again quite an expensive arrangement. As against normal track hoppers, Holtec designed a simple but effective system for lignite unloading in 2002, which is running successfully since then.

BOBRN is an open hopper car with rapid (pneumatic) bottom discharge doors, air-braked. BOBRN and BOBR are most often used for carrying coal to thermal power plants, and also for ore, stone, track ballast, etc. Each wagon holds some 60 tonnes of coal loaded from top and unloaded from bottom by means of the pneumatically operated doors. The contents can be discharged completely in about 15 seconds. Based on the success of earlier design system for lignite, Holtec has designed two such systems – one for multiple materials such as coal, copper concentrates and rock phosphate, and another for coal. The system designed for coal has been operational since last year.

Handling multiple materials from a single track hopper is usually a challenge. Secondly, some of these materials are fine and difficult to flow. Care has been taken while designing the system.

The proposed wagon unloading system is quite simple, with underground hoppers and apron feeder installed for each wagon unloading track hopper. Typically, about seven to eight minutes is required to unload one set of wagons, which includes wagon placement, connection of compressed air and unloading. If the system is designed with four hoppers, approximately two hours are sufficient to empty out a complete rake of 58 wagons. With more number of unloading hoppers, better speed of emptying can be achieved. The system requires shore compressed air arrangement, which needs to be connected to the wagons, and with one stroke, the complete wagon gets emptied in a matter of seconds.

A general arrangement of track hopper has been shown in Fig.-1 and Fig.-2. If the Railways is approached to provide such wagons to other industries as well, the entire process of material unloading becomes simpler and cost effective. The system proposed is quite simple, effective, fast and economical (not only for installation but also for operation).

Expected benefits
The conventional system of unloading (wagon tippler) requires about four-five hours for unloading of one rake, whereas with the proposed arrangement, the entire unloading operation for one rake could be completed in about two hours. This three-hour saving on one rake could result into substantially large annual savings, considering material movement by bottom discharge wagons.
The total investment required for the proposed system will be lower as compared to the wagon tippler, especially of new design (G-33, Rev-01 May 2010).
Reliability of the system will be much better as compared to the wagon tippler.
Dust nuisance substantially reduces as compared to the conventional systems.

Prerequisites
Initially, it could be difficult for the industry to switch over to bottom discharge wagons, as the Railways has limited quantity of such wagons, but gradually they need to switch over. As many industry players are interested to go for their own wagons, it could be better to go for bottom discharge wagons rather than going for conventional BOXC/BOXN wagons.

Use of Wagon Shifters
As we all know, land for the industry is gradually becoming a scarce resource. It becomes difficult to buy a large piece of land just for the smooth operation of a wagon tippler. For any industrial unit intending to install a wagon tippler, a large strip of land is needed to be bought just to provide sufficient space (equivalent to one railway rake length) on either side of the wagon tippler.

In some cases, we have noticed that the entire production unit needs about 5 hectares of land, whereas about 7.5 hectares of land needs to be acquired only for the necessary rail installation for smooth functioning of the wagon tippler, that too in a very typical plot size of 50 m x 1500 m. In our recent projects, we have faced a lot of problems on this account.

To tackle this issue, the wagon traversers are proposed and are being installed in one of Holtec?s projects.

After the wagon is unloaded on wagon tippler, the sidearm charger places the empty wagon on a traverser table. The wagon is shifted to another rail track (exit track) through a wagon traverser, where the pusher ejects the empty wagon from traverser to exit track. The enclosed arrangement drawing and photograph shows the functioning of a wagon traverser.

The wagon shifter works at the same speed as the wagon tippler and both these equipment work in tandem. This way the space requirement for the rail tracks reduces to almost half. However, one parallel rail track needs to be constructed besides the track for removal of wagons.

Expected benefits
Savings in land cost and veritable size of plot. Benefits of wagon traverser are usually case specific, and in some cases, its inclusion could help the unit greatly.

Conclusion
Development in material handling system is a dynamic process and an emerging area of research. In the view of definition of a project -?completion of a unique activity in a specific time, cost and scope?- the selection of material handling system has become extremely imperative.

We can conclude that adoption of a new material handling concept can:

  • Reduce the investment cost and handling time
  • Reduce the number of equipment and dust generation
  • Make the system more reliable.

About the authorJai P Gupta is Chief General Manager at HOLTEC Consulting Private Limited, and has been associated with the Indian cement industry for almost 35 years. The author has employed fresh concepts for handling of bulk material in cement as well as other industries, with equal ease and success.

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Concrete

Cement Industry Backs Co-Processing to Tackle Global Waste

Industry bodies recently urged policy support for cement co-processing as waste solution

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Leading industry bodies, including the Global Cement and Concrete Association (GCCA), European Composites Industry Association, International Solid Waste Association – Africa, Mission Possible Partnership and the Global Waste-to-Energy Research and Technology Council, have issued a joint statement highlighting the cement industry’s potential role in addressing the growing global challenge of non-recyclable and non-reusable waste. The organisations have called for stronger policy support to unlock the full potential of cement industry co-processing as a safe, effective and sustainable waste management solution.
Co-processing enables both energy recovery and material recycling by using suitable waste to replace fossil fuels in cement kilns, while simultaneously recycling residual ash into the cement itself. This integrated approach delivers a zero-waste solution, reduces landfill dependence and complements conventional recycling by addressing waste streams that cannot be recycled or are contaminated.
Already recognised across regions including Europe, India, Latin America and North America, co-processing operates under strict regulatory and technical frameworks to ensure high standards of safety, emissions control and transparency.
Commenting on the initiative, Thomas Guillot, Chief Executive of the GCCA, said co-processing offers a circular, community-friendly waste solution but requires effective regulatory frameworks and supportive public policy to scale further. He noted that while some cement kilns already substitute over 90 per cent of their fuel with waste, many regions still lack established practices.
The joint statement urges governments and institutions to formally recognise co-processing within waste policy frameworks, support waste collection and pre-treatment, streamline permitting, count recycled material towards national recycling targets, and provide fiscal incentives that reflect environmental benefits. It also calls for stronger public–private partnerships and international knowledge sharing.
With global waste generation estimated at over 11 billion tonnes annually and uncontrolled municipal waste projected to rise sharply by 2050, the signatories believe co-processing represents a practical and scalable response. With appropriate policy backing, it can help divert waste from landfills, reduce fossil fuel use in cement manufacturing and transform waste into a valuable societal resource.    

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Concrete

Industry Bodies Call for Wider Use of Cement Co-Processing

Joint statement seeks policy support for sustainable waste management

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Leading industry organisations have called for stronger policy support to accelerate the adoption of cement industry co-processing as a sustainable solution for managing non-recyclable and non-reusable waste. In a joint statement, bodies including the Global Cement and Concrete Association, European Composites Industry Association, International Solid Waste Association – Africa, Mission Possible Partnership and the Global Waste-to-Energy Research and Technology Council highlighted the role co-processing can play in addressing the growing global waste challenge.
Co-processing enables the use of waste as an alternative to fossil fuels in cement kilns, while residual ash is incorporated into cementitious materials, resulting in a zero-waste process. The approach supports both energy recovery and material recycling, complements conventional recycling systems and reduces reliance on landfill infrastructure. It is primarily applied to waste streams that are contaminated or unsuitable for recycling.
The organisations noted that co-processing is already recognised in regions such as Europe, India, Latin America and North America, operating under regulated frameworks to ensure safety, emissions control and transparency. However, adoption remains uneven globally, with some plants achieving over 90 per cent fuel substitution while others lack enabling policies.
The statement urged governments and institutions to formally recognise co-processing in waste management frameworks, streamline environmental permitting, incentivise waste collection and pre-treatment, account for recycled material content in national targets, and support public-private partnerships. The call comes amid rising global waste volumes, which are estimated at over 11 billion tonnes annually, with unmanaged waste contributing to greenhouse gas emissions, pollution and health risks.

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Concrete

Why Cement Needs CCUS

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Cement’s deep decarbonisation cannot be achieved through efficiency and fuel switching alone, making CCUS essential to address unavoidable process emissions from calcination. ICR explores if with the right mix of policy support, shared infrastructure, and phased scale-up from pilots to clusters, CCUS can enable India’s cement industry to align growth with its net-zero ambitions.

Cement underpins modern development—from housing and transport to renewable energy infrastructure—but it is also one of the world’s most carbon-intensive materials, with global production of around 4 billion tonnes per year accounting for 7 to 8 per cent of global CO2 emissions, according to the GCCA. What makes cement uniquely hard to abate is that 60 to 65 per cent of its emissions arise from limestone calcination, a chemical process that releases CO2 irrespective of the energy source used; the IPCC Sixth Assessment Report (AR6) therefore classifies cement as a hard-to-abate sector, noting that even fully renewable-powered kilns would continue to emit significant process emissions. While the industry has achieved substantial reductions over the past two decades through energy efficiency, alternative fuels and clinker substitution using fly ash, slag, and calcined clays, studies including the IEA Net Zero Roadmap and GCCA decarbonisation pathways show these levers can deliver only 50 to 60 per cent emissions reduction before reaching technical and material limits, leaving Carbon Capture, Utilisation and Storage (CCUS) as the only scalable and durable option to address remaining calcination emissions—an intervention the IPCC estimates will deliver nearly two-thirds of cumulative cement-sector emission reductions globally by mid-century, making CCUS a central pillar of any credible net-zero cement pathway.

Process emissions vs energy emissions
Cement’s carbon footprint is distinct from many other industries because it stems from two sources: energy emissions and process emissions. Energy emissions arise from burning fuels to heat kilns to around 1,450°C and account for roughly 35 to 40 per cent of total cement CO2 emissions, according to the International Energy Agency (IEA). These can be progressively reduced through efficiency improvements, alternative fuels such as biomass and RDF, and electrification supported by renewable power. Over the past two decades, such measures have delivered measurable gains, with global average thermal energy intensity in cement production falling by nearly 20 per cent since 2000, as reported by the IEA and GCCA.
The larger and more intractable challenge lies in process emissions, which make up approximately 60 per cent to 65 per cent of cement’s total CO2 output. These emissions are released during calcination, when limestone (CaCO3) is converted into lime (CaO), inherently emitting CO2 regardless of fuel choice or energy efficiency—a reality underscored by the IPCC Sixth Assessment Report (AR6). Even aggressive clinker substitution using fly ash, slag, or calcined clays is constrained by material availability and performance requirements, typically delivering 20 to 40 per cent emissions reduction at best, as outlined in the GCCA–TERI India Cement Roadmap and IEA Net Zero Scenario. This structural split explains why cement is classified as a hard-to-abate sector and why incremental improvements alone are insufficient; as energy emissions decline, process emissions will dominate, making Carbon Capture, Utilisation and Storage (CCUS) a critical intervention to intercept residual CO2 and keep the sector’s net-zero ambitions within reach.

Where CCUS stands today
Globally, CCUS in cement is moving from concept to early industrial reality, led by Europe and North America, with the IEA noting that cement accounts for nearly 40 per cent of planned CCUS projects in heavy industry, reflecting limited alternatives for deep decarbonisation; a flagship example is Heidelberg Materials’ Brevik CCS project in Norway, commissioned in 2025, designed to capture about 400,000 tonnes of CO2 annually—nearly half the plant’s emissions—with permanent offshore storage via the Northern Lights infrastructure (Reuters, Heidelberg Materials), alongside progress at projects in the UK, Belgium, and the US such as Padeswood, Lixhe (LEILAC), and Ste. Genevieve, all enabled by strong policy support, public funding, and shared transport-and-storage infrastructure.
These experiences show that CCUS scales fastest when policy support, infrastructure availability, and risk-sharing mechanisms align, with Europe bridging the viability gap through EU ETS allowances, Innovation Fund grants, and CO2 hubs despite capture costs remaining high at US$ 80-150 per tonne of CO2 (IEA, GCCA); India, by contrast, is at an early readiness stage but gaining momentum through five cement-sector CCU testbeds launched by the Department of Science and Technology (DST) under academia–industry public–private partnerships involving IITs and producers such as JSW Cement, Dalmia Cement, and JK Cement, targeting 1-2 tonnes of CO2 per day to validate performance under Indian conditions (ETInfra, DST), with the GCCA–TERI India Roadmap identifying the current phase as a foundation-building decade essential for achieving net-zero by 2070.
Amit Banka, Founder and CEO, WeNaturalists, says “Carbon literacy means more than understanding that CO2 harms the climate. It means cement professionals grasping why their specific plant’s emissions profile matters, how different CCUS technologies trade off between energy consumption and capture rates, where utilisation opportunities align with their operational reality, and what governance frameworks ensure verified, permanent carbon sequestration. Cement manufacturing contributes approximately 8 per cent of global carbon emissions. Addressing this requires professionals who understand CCUS deeply enough to make capital decisions, troubleshoot implementation challenges, and convince boards to invest substantial capital.”

Technology pathways for cement
Cement CCUS encompasses a range of technologies, from conventional post-combustion solvent-based systems to process-integrated solutions that directly target calcination, each with different energy requirements, retrofit complexity, and cost profiles. The most mature option remains amine-based post-combustion capture, already deployed at industrial scale and favoured for early cement projects because it can be retrofitted to existing flue-gas streams; however, capture costs typically range from US$ 60-120 per tonne of CO2, depending on CO2 concentration, plant layout, and energy integration.
Lovish Ahuja, Chief Sustainability Officer, Dalmia Cement (Bharat), says, “CCUS in Indian cement can be viewed through two complementary lenses. If technological innovation, enabling policies, and societal acceptance fail to translate ambition into action, CCUS risks becoming a significant and unavoidable compliance cost for hard-to-abate sectors such as cement, steel, and aluminium. However, if global commitments under the Paris Agreement and national targets—most notably India’s Net Zero 2070 pledge—are implemented at scale through sustained policy and industry action, CCUS shifts from a future liability to a strategic opportunity. In that scenario, it becomes a platform for technological leadership, long-term competitiveness, and systemic decarbonisation rather than merely a regulatory burden.”
“Accelerating CCUS adoption cannot hinge on a single policy lever; it demands a coordinated ecosystem approach. This includes mission-mode governance, alignment across ministries, and a mix of enabling instruments such as viability gap funding, concessional and ESG-linked finance, tax incentives, and support for R&D, infrastructure, and access to geological storage. Importantly, while cement is largely a regional commodity with limited exportability due to its low value-to-weight ratio, CCUS innovation itself can become a globally competitive export. By developing, piloting, and scaling cost-effective CCUS solutions domestically, India can not only decarbonise its own cement industry but also position itself as a supplier of affordable CCUS technologies and services to cement markets worldwide,” he adds.
Process-centric approaches seek to reduce the energy penalty associated with solvent regeneration by altering where and how CO2 is separated. Technologies such as LEILAC/Calix, which uses indirect calcination to produce a high-purity CO2 stream, are scaling toward a ~100,000 tCO2 per year demonstrator (LEILAC-2) following successful pilots, while calcium looping leverages limestone chemistry to achieve theoretical capture efficiencies above 90 per cent, albeit still at pilot and demonstration stages requiring careful integration. Other emerging routes—including oxy-fuel combustion, membrane separation, solid sorbents, and cryogenic or hybrid systems—offer varying trade-offs between purity, energy use, and retrofit complexity; taken together, recent studies suggest that no single technology fits all plants, making a multi-technology, site-specific approach the most realistic pathway for scaling CCUS across the cement sector.
Yash Agarwal, Co-Founder, Carbonetics Carbon Capture, says, “We are fully focused on CCUS, and for us, a running plant is a profitable plant. What we have done is created digital twins that allow operators to simulate and resolve specific problems in record time. In a conventional setup, when an issue arises, plants often have to shut down operations and bring in expert consultants. What we offer instead is on-the-fly consulting. As soon as a problem is detected, the system automatically provides a set of potential solutions that can be tested on a running plant. This approach ensures that plant shutdowns are avoided and production is not impacted.”

The economics of CCUS
Carbon Capture, Utilisation and Storage (CCUS) remains one of the toughest economic hurdles in cement decarbonisation, with the IEA estimating capture costs of US$ 80-150 per tonne of CO2, and full-system costs raising cement production by US$ 30-60 per tonne, potentially increasing prices by 20 to 40 per cent without policy support—an untenable burden for a low-margin, price-sensitive industry like India’s.
Global experience shows CCUS advances beyond pilots only when the viability gap is bridged through strong policy mechanisms such as EU ETS allowances, Innovation Fund grants, and carbon Contracts for Difference (CfDs), yet even in Europe few projects have reached final investment decision (GCCA); India’s lack of a dedicated CCUS financing framework leaves projects reliant on R&D grants and balance sheets, reinforcing the IEA Net Zero Roadmap conclusion that carbon markets, green public procurement, and viability gap funding are essential to spread costs across producers, policymakers, and end users and prevent CCUS from remaining confined to demonstrations well into the 2030s.

Utilisation or storage
Carbon utilisation pathways are often the first entry point for CCUS in cement because they offer near-term revenue potential and lower infrastructure complexity. The International Energy Agency (IEA) estimates that current utilisation routes—such as concrete curing, mineralisation into aggregates, precipitated calcium carbonate (PCC), and limited chemical conversion—can realistically absorb only 5 per cent to 10 per cent of captured CO2 at a typical cement plant. In India, utilisation is particularly attractive for early pilots as it avoids the immediate need for pipelines, injection wells, and long-term liability frameworks. Accordingly, Department of Science and Technology (DST)–supported cement CCU testbeds are already demonstrating mineralisation and CO2-cured concrete applications at 1–2 tonnes of CO2 per day, validating performance, durability, and operability under Indian conditions.
However, utilisation faces hard limits of scale and permanence. India’s cement sector emits over 200 million tonnes of CO2 annually (GCCA), far exceeding the absorptive capacity of domestic utilisation markets, while many pathways—especially fuels and chemicals—are energy-intensive and dependent on costly renewable power and green hydrogen. The IPCC Sixth Assessment Report (AR6) cautions that most CCU routes do not guarantee permanent storage unless CO2 is mineralised or locked into long-lived materials, making geological storage indispensable for deep decarbonisation. India has credible storage potential in deep saline aquifers, depleted oil and gas fields, and basalt formations such as the Deccan Traps (NITI Aayog, IEA), and hub-based models—where multiple plants share transport and storage infrastructure—can reduce costs and improve bankability, as seen in Norway’s Northern Lights project. The pragmatic pathway for India is therefore a dual-track approach: utilise CO2 where it is economical and store it where permanence and scale are unavoidable, enabling early learning while building the backbone for net-zero cement.

Policy, infrastructure and clusters
Scaling CCUS in the cement sector hinges on policy certainty, shared infrastructure, and coordinated cluster development, rather than isolated plant-level action. The IEA notes that over 70 per cent of advanced industrial CCUS projects globally rely on strong government intervention—through carbon pricing, capital grants, tax credits, and long-term offtake guarantees—with Europe’s EU ETS, Innovation Fund, and carbon Contracts for Difference (CfDs) proving decisive in advancing projects like Brevik CCS. In contrast, India lacks a dedicated CCUS policy framework, rendering capture costs of USD 80–150 per tonne of CO2 economically prohibitive without state support (IEA, GCCA), a gap the GCCA–TERI India Cement Roadmap highlights can be bridged through carbon markets, viability gap funding, and green public procurement.
Milan R Trivedi, Vice President, Shree Digvijay Cement, says, “CCUS represents both an unavoidable near-term compliance cost and a long-term strategic opportunity for Indian cement producers. While current capture costs of US$ 100-150 per tonne of CO2 strain margins and necessitate upfront retrofit investments driven by emerging mandates and NDCs, effective policy support—particularly a robust, long-term carbon pricing mechanism with tradable credits under frameworks like India’s Carbon Credit Trading Scheme (CCTS)—can de-risk capital deployment and convert CCUS into a competitive advantage. With such enablers in place, CCUS can unlock 10 per cent to 20 per cent green price premiums, strengthen ESG positioning, and allow Indian cement to compete in global low-carbon markets under regimes such as the EU CBAM, North America’s buy-clean policies, and Middle Eastern green procurement, transforming compliance into export-led leadership.”
Equally critical is cluster-based CO2 transport and storage infrastructure, which can reduce unit costs by 30 to 50 per cent compared to standalone projects (IEA, Clean Energy Ministerial); recognising this, the DST has launched five CCU testbeds under academia–industry public–private partnerships, while NITI Aayog works toward a national CCUS mission focused on hubs and regional planning. Global precedents—from Norway’s Northern Lights to the UK’s HyNet and East Coast clusters—demonstrate that CCUS scales fastest when governments plan infrastructure at a regional level, making cluster-led development, backed by early public investment, the decisive enabler for India to move CCUS from isolated pilots to a scalable industrial solution.
Paul Baruya, Director of Strategy and Sustainability, FutureCoal, says, “Cement is a foundational material with a fundamental climate challenge: process emissions that cannot be eliminated through clean energy alone. The IPCC is clear that in the absence of a near-term replacement of Portland cement chemistry, CCS is essential to address the majority of clinker-related emissions. With global cement production at around 4 gigatonnes (Gt) and still growing, cement decarbonisation is not a niche undertaking, it is a large-scale industrial transition.”

From pilots to practice
Moving CCUS in cement from pilots to practice requires a sequenced roadmap aligning technology maturity, infrastructure development, and policy support: the IEA estimates that achieving net zero will require CCUS to scale from less than 1 Mt of CO2 captured today to over 1.2 Gt annually by 2050, while the GCCA Net Zero Roadmap projects CCUS contributing 30 per cent to 40 per cent of total cement-sector emissions reductions by mid-century, alongside efficiency, alternative fuels, and clinker substitution.
MM Rathi, Joint President – Power Plants, Shree Cement, says, “The Indian cement sector is currently at a pilot to early demonstration stage of CCUS readiness. A few companies have initiated small-scale pilots focused on capturing CO2 from kiln flue gases and exploring utilisation routes such as mineralisation and concrete curing. CCUS has not yet reached commercial integration due to high capture costs (US$ 80-150 per tonne of CO2), lack of transport and storage infrastructure, limited access to storage sites, and absence of long-term policy incentives. While Europe and North America have begun early commercial deployment, large-scale CCUS adoption in India is more realistically expected post-2035, subject to enabling infrastructure and policy frameworks.”
Early pilots—such as India’s DST-backed CCU testbeds and Europe’s first commercial-scale plants—serve as learning platforms to validate integration, costs, and operational reliability, but large-scale deployment will depend on cluster-based scale-up, as emphasised by the IPCC AR6, which highlights the need for early CO2 transport and storage planning to avoid long-term emissions lock-in. For India, the GCCA–TERI India Roadmap identifies CCUS as indispensable for achieving net-zero by 2070, following a pragmatic pathway: pilot today to build confidence, cluster in the 2030s to reduce costs, and institutionalise CCUS by mid-century so that low-carbon cement becomes the default, not a niche, in the country’s infrastructure growth.

Conclusion
Cement will remain indispensable to India’s development, but its long-term viability hinges on addressing its hardest emissions challenge—process CO2 from calcination—which efficiency gains, alternative fuels, and clinker substitution alone cannot eliminate; global evidence from the IPCC, IEA, and GCCA confirms that Carbon Capture, Utilisation and Storage (CCUS) is the only scalable pathway capable of delivering the depth of reduction required for net zero. With early commercial projects emerging in Europe and structured pilots underway in India, CCUS has moved beyond theory into a decisive decade where learning, localisation, and integration will shape outcomes; however, success will depend less on technology availability and more on collective execution, including coordinated policy frameworks, shared transport and storage infrastructure, robust carbon markets, and carbon-literate capabilities.
For India, a deliberate transition from pilots to practice—anchored in cluster-based deployment, supported by public–private partnerships, and aligned with national development and climate goals—can transform CCUS from a high-cost intervention into a mainstream industrial solution, enabling the cement sector to keep building the nation while sharply reducing its climate footprint.

– Kanika Mathur

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