The project will provide CO2 emitting industries with options to reduce their emissions and meet the targets set for them by law or via their own internal plans.

The terminal will be able to receive and deliver liquid CO2 via ships and will be connected to depleted gas fields in the North Sea via the Aramis Trunkline, offering a flexible alternative to transport and store substantial volumes of CO2 for emitters who are not connected to a pipeline.

In the Dutch climate agreement, the Dutch government underlines the importance of CCS in the mix of measures to achieve the climate targets. The Netherlands is still largely dependent on fossil fuels. Particularly for hard to abate industries, there are no good CO2-free alternatives in the short term. CCS enables a just transition to allow for more renewable energy in the energy mix and lower CO2 emissions in the short term.


The CO2next terminal will have to be ready for operation before the Aramis trunkline and the storages in order to be able to support their commissioning. Current planning is start-up Q1-2028, which is in sync with the planning for the Aramis Trunkline and the connected storages.

Currently we aim for 2025, but there are many dependencies involved i.e. permits, a successful FEED phase, customer agreements etc.

FEED stands for Front End Engineering Design. In this phase various studies further define the design and project schedule.


The environmental permit application was submitted 9 February 2024. Two others will follow. Once the permit request is officially submitted the ministry EZK will communicate through their official channels i.e. RVO and https://www.rvo.nl/onderwerpen/bureau-energieprojecten/lopende-projecten/aramis

We follow the official process of the RCR (Rijkscoordinatieregeling, together with Aramis). Like any other permit request, there is always the option for stakeholders to review the requests. Publication of draft permits is expected in September 2024. The general public and advisors can give their comments and the Ministry of EZK will take these comments into account in the final decision on the permit (expected in 2025).

An irrevocable permit is expected earliest in Q2 2025.


If you have any questions or want to know more about what we do let us know via the website.

On September 26 and October 3 there will be two stakeholder meetings for local citizens, NGO’s and industry stakeholders. This provides the opportunity to learn more about the project and learn how to engage with the permitting process and potential objections. EZK is in the lead, once the invitations are finalized these will be promoted through the EZK, Aramis and CO2next channels.


The CO2 from CO2next is delivered to the Aramis trunkline via the Porthos site and this requires proper coordination. We work closely with Aramis because the CO2next terminal will serve the Aramis trunkline (and connected storages). We have no formal relations to any other projects.

All partners will have a seat on the Steering Committee for the project And the terminal will constructed and operated as per Vopak standards.

Shell and TotalEnergies are global frontrunners in the domain of Carbon Capture and Storage. They are partners in the Northern Lights project, which has constructed the first liquid CO2 import facility in Europe and will bring valuable contributions to the CO2next Project as partners.

Current partners are Vopak and Gasunie, Shell and TotalEnergies. Shell and TotalEnergies joined the CO2next project as of June 2024, following the start of the FEED phase which is the project phase leading up to FID.


CO2next is an open access Terminal and will also be open to serve customers seeking to temporarily store CO2 for further shipments to other storages.

This will depend on the size of the coasters and barges used. If the entire throughput volume of 5.4 MTPA is delivered this can vary between 300-600 ships per year. Transshipment (ships delivering CO2 and after temporarily storing it exporting it again) can add to these numbers.

Initially 2 jetties. Future growth might lead to a third, depending on how the liquid CO2 market incl. vessel design develop.

The terminal aims to be electrified where possible and the electricity will come from renewable sources.

Volumes vary on daily basis and are dependent on vessel cargo size and frequency.

Initially 5.4 million tonnes per year (Mtpa), eventually the capacity may be increased to 15 Mtpa, depending on the market demand.


Leaks are unlikely to occur. If it happens, in case of an accident, the release of CO2 will likely be limited as the terminal is compartmented. In case of a leakage in the storage tanks, CO2 will release at very low temperature and will stay on groundlevel as a blanket because CO2 is heavier than air. The cold CO2 may cause a frozen soil, and rapidly the CO2 will start evaporating to the air and dilute. The CO2 will not float as a cloud to residential areas.

CO2 cannot burn or explode, CO2 storage tanks are designed to withstand or ultimately minimize product loss caused by potential hazardous situations caused by its neighbours.

  • CO2 is naturally present in the air, with only very high concentrations posing a potential risk.
  • CO2 is a gas that dissipates very rapidly. In extremely rare scenarios where very high concentrations (40,000ppm) are released, there is a risk to the immediate vicinity of the Terminal (e.g. potentially present personnel). The risks to the villages around the port are minimal.
  • There is a very low probability of leakage due to selected materials and construction methods. Furthermore, the Terminal design is largely compartmentalized, meaning that it is very unlikely that large amounts of CO2 are released at once.
  • Although very unlikely, in the event of a leak of liquid CO2, it would rapidly dissipate in small quantities.
  • If CO2 were to be released, clear protocols are in place for handling it. Coordination on this matter is already underway with the safety region (Veiligheidsregio) and emergency services.
  • CO2 is primarily inert and non-flammable.


  • Ships transporting CO2 to and from the terminal will primarily use electric propulsion.
  • For ships that cannot operate electrically other emission reduction options are being investigated
  • Equipment that generates significant noise will be placed indoors. Therefore, the terminal generates negligible noise.

It is not yet possible to carry out the consruction works without any associaed NOx emissions. The deployment, as much as feasible, of electrically powered equipment leads to a reduction in emissions and hence nitrogen deposition in Natura 2000 areas. In the so called “appropriate assessment” for nature it is assessed that the remaining NOx-deposition will not be significant.

  • Plants and animals on the (industrial) site may be disturbed, and field research is conducted beforehand to prevent this.
  • Pile driving may disturb marine mammals, so low-noise techniques are being investigated.
  • As much emission-free equipment as possible is being used. During construction, there is limited nitrogen deposition on nature, and we expect this to have no significant effect on the environment.


  • We’re expecting CO2 to be delivered from emitters in The Netherlands but also from emitters who have a short waterway connection (either river or sea). Delivery from the southern part of Germany and Austria will most likely require a railcar connection.
  • We are talking to a large variety of emitters ranging from the chemical sector to refineries to the cement industry.