Alternative Fuels

DNV: New ammonia bunker fuel chapter added to guidance paper for boxships

DNV explores properties, requirements, bunkering options and implications for ship design in a new chapter added to its Alternative Fuels for Containerships guidance paper.

Published

3 years ago

January 11, 2024

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Classification society DNV on Thursday (11 January) released a Maritime Impact report on a new chapter on ammonia bunker fuel added to its Alternative Fuels for Containerships guidance paper including bunkering options for ammonia. The following are excerpts from the report:

Ammonia has attracted the shipping industry’s attention as a potential zero-carbon fuel, especially when produced as green ammonia. In a new chapter added to its Alternative Fuels for Containerships guidance paper, DNV explores the properties, requirements and implications for ship design.

In the order books of major shipyards, it is evident that the container shipping industry has already embarked on the path towards sustainability, increasingly embracing green technologies and fuels. “In the current year, all new containerships with a capacity of over 5,000 TEU have been ordered with alternative propulsion systems,” says Jan-Olaf Probst, Business Director Containerships at DNV.

DNV’s guidance paper Alternative Fuels for Containerships has recently been complemented by a new chapter discussing ammonia. “The aim of the guidance paper is to offer shipowners a decision framework for numerous alternative fuels currently under discussion, testing and research,” Probst explains. “Decision makers pondering the most feasible propulsion options for newbuilding programmes or retrofitting projects will find valuable, neutral, fact-based information covering the relevant design, engineering and safety criteria to bear in mind.”

Ammonia: A versatile industrial product and promising hydrogen carrier

Ammonia (NH3) is an important industrial product and a commonly traded commodity, typically transported in liquefied form at −33°C and atmospheric pressure. Primarily used to make fertilizers and pharmaceuticals or as a refrigerant, it is also considered a key future storage and long-distance transport medium for hydrogen. While the liquefaction, storage and transport of pure hydrogen requires enormous energy input and is technically complex, handling ammonia is comparatively simple and established industrial practice. Furthermore, the energy density of liquefied ammonia is higher than that of liquefied hydrogen, making its transport more efficient.

Green ammonia: Revolutionizing decarbonization in shipping’s energy mix

“Since ammonia combustion emits no carbon compounds, green ammonia is a strong candidate as an alternative, climate-neutral fuel in the energy mix of a future decarbonized shipping fleet,” says Benjamin Scholz, Expert for Alternative Fuel Systems at DNV. “Once production capacities have been scaled up, green ammonia produced using hydrogen from seawater hydrolysis and renewable energy is expected to play a major role in decarbonizing shipping.”

Ammonia can power diesel-cycle two-stroke engines or Otto-cycle four-stroke engines. Due to its poor ignition properties, ammonia requires a pilot fuel, typically diesel or biodiesel. Ammonia-ready dual-fuel ship engines have been introduced recently or are being developed by major manufacturers. Ammonia may also be used in fuel cells.

DNV class rules for ammonia

DNV has issued classification rule updates relating to ammonia that took effect in January 2022 and January 2023. Two new class notations were introduced that are relevant for ammonia as ship fuel. “The Fuel Ready class notation provides shipowners with the option to prepare their newbuilds for later conversion to multiple different alternative fuel options, including ammonia, LNG, LPG and methanol,” Scholz explains. “It comes with several qualifiers specifying mandatory basic as well as optional levels of preparation, relating to structural aspects, engine and machinery, piping and bunkering, and miscellaneous other requirements.”

Furthermore, the Gas Fuelled Ammonia class notation gives owners the option to start building ships for future ammonia propulsion today, setting out the requirements for the ship’s fuel system, fuel bunkering connection and piping through to the fuel consumers. “Through both of these class notations DNV provides a practical path for owners to implement a zero-carbon fuel option for their newbuilds,” says Scholz.

DNV: New ammonia bunker fuel chapter added to guidance paper for boxships

Bunkering options for ammonia

Ammonia may be bunkered ship-to-ship, truck-to-ship or terminal-to-ship. Each method has its advantages and disadvantages. “The ship-to-ship concept is most flexible, being independent of port infrastructure; bunkering from a terminal or jetty at a safe distance from other port installations allows the highest bunkering rates,” Scholz elucidates. Truck-to-ship bunkering is essentially possible anywhere but suitable for smaller amounts of ammonia only. Various ports around the world are currently developing or planning to build ammonia bunkering infrastructure. Both ship-to-ship and terminal-to-ship bunkering will typically be designed to transfer refrigerated, liquefied ammonia.

DNV: New ammonia bunker fuel chapter added to guidance paper for boxships

Minimizing future retrofitting capex

Ammonia is clearly a realistic decarbonization option. “Owners contemplating a future ammonia retrofit of a ship being built today are well advised to choose a design with a high degree of ammonia-readiness along the relevant DNV class notations to minimize future retrofitting capex,” Probst advises.

The CO2-equivalent emissions of an ammonia-ready vessel, maximizing ammonia use after the retrofit, will be significantly lower than those of a vessel gradually increasing the share of biocarbon-based fuels to align with the decarbonization trajectory because, unlike ammonia, biofuels emit CO2.

Prices for green ammonia will be key decision factor

The technology for green and blue ammonia exists, but current production volumes are very small. As with all low- or zero-carbon fuels, the availability of sufficient amounts of green ammonia at an affordable price will be a decisive factor for the uptake. Producing green ammonia requires a sufficient supply of green energy while blue ammonia depends on carbon capture and storage capabilities. Blue ammonia could become a feasible transitional fuel with low well-to-wake emissions.

Note: The full DNV Maritime Impact report can be found here.

Photo credit: william william on Unsplash / DNV
Published: 11 January, 2024

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World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Operation involved the delivery of approximately 2,800 MT of green methanol to “Arctic Tern” via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel “M/V Hai Gang Zhi Yuan”.

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World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Marine fuel provider World Fuel on Tuesday (21 July) said it successfully completed the first green methanol bunkering of M/V Arctic Tern, with EUKOR Car Carriers and SIPG Energy at the Port of Shanghai.

Arctic Tern is the first vessel in the new Shaper Class series of car carriers.

The operation involved the delivery of approximately 2,800 MT of green methanol to Arctic Tern via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel M/V Hai Gang Zhi Yuan, the largest vessel of its kind in operation.

The bunkering operation was carried out at Haitong Terminal, Waigaoqiao Port Area, Shanghai Port, with cargo handling operations conducted simultaneously during bunkering.

This marks EUKOR Car Carriers’ first green methanol operation and the first time Arctic Tern has bunkered methanol since its delivery on 9 July. The operation marked the first bunkering at Shanghai Port of green methanol produced locally in Shanghai for an international PCTC operator.

It also demonstrated the city’s integrated green methanol value chain, spanning local production, storage and bunkering, and established a replicable “Shanghai Model” for green methanol supply.

World Fuel arranged the supply and delivery of the fuel on behalf of EUKOR Car Carriers, working with SIPG Energy as the physical supplier at the Port of Shanghai.

The green methanol supplied was produced from municipal solid waste, ISCC-EU certified, and had a carbon intensity value below 25 gCO₂e/MJ.

Arctic Tern is the first of fourteen Shaper Class vessels ordered by Wallenius Wilhelmsen. With a capacity of 9,300 car equivalent units and methanol dual-fuel capability, the vessel will be operated by EUKOR Car Carriers, jointly owned by Wallenius Wilhelmsen and Hyundai Motor Group. Following her first green methanol bunkering, Arctic Tern will continue her maiden voyage from Asia to Europe.

Xavier Leroi, COO Shipping Services at Wallenius Wilhelmsen and CEO of EUKOR Car Carriers, said: “Completing Arctic Tern’s first green methanol bunkering shortly after delivery is a significant milestone towards our decarbonisation ambition for both EUKOR Car Carriers and Wallenius Wilhelmsen. It demonstrates how investments in next-generation vessel technology and fuel flexibility are being translated into real-world operations.

“This achievement reflects the strong collaboration between all parties involved. Together, we have shown how partnerships across the maritime value chain can help make lower-emission fuels available and operationally viable at scale.”

Mark Tamsitt, SVP Global Marine Sales at World Fuel, said, “The first bunkering event with a new fuel is a significant moment for any shipowner, and our role is to make it as seamless as possible. By connecting EUKOR Car Carriers with SIPG Energy’s proven green methanol capability at the Port of Shanghai, we were able to deliver on reliable supply, fuel quality, and safe processes. As more of our customers bring methanol dual-fuel tonnage into service, we are committed to being the partner that makes these kinds of operations routine.”

Mr. Zhang Da, General Manager of SIPG Energy, said, “Welcoming Arctic Tern to the Port of Shanghai for her first green methanol bunkering demonstrates the strength and maturity of our supply capability. Building on our well-established methanol ship-to-ship bunkering services for container vessels, we have already extended such services to pure car and truck carriers (PCTCs). This bunkering sets a new record for the largest single SIMOPs green methanol bunkering for PCTCs in China, marking another step in building Shanghai’s position as a global green energy hub for international shipping.”

This operation follows Wallenius Wilhelmsen’s announcement on 9 July that Arctic Tern would complete her first methanol bunkering shortly after delivery. The vessel entered service on routes between Asia and Europe immediately following handover from China Merchants Jinling Shipyard in Nanjing.

Photo credit: World Fuel
Published: 22 July, 2026

Ammonia

HPA and MB Energy develop safety concept for STS ammonia bunkering

HPA says the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.

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HPA and MB Energy develop safety concept for STS ammonia bunkering

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MB Energy said the analysis lays the groundwork for the safe introduction of ammonia as a future marine fuel.

“With our planned ammonia import terminal in Hamburg-Blumensand, MB Energy intends to provide the reliable land side supply infrastructure needed to support this transition across northern German ports,” it said in a social media post.

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Separately, HPA said the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.

“The focus is in particular on container ships, cruise ships as well as RoRo and ConRo (Container/RoRo) ships,” it said.

“We expect ammonia to establish itself as an alternative marine marine fuel in the coming years. With our preparatory work, we are already creating the conditions to welcome the first ammonia-powered ships in Hamburg and to bunker them safely.:

HPA added that the import terminal for ammonia planned by MB Energy from 2029 will make a decisive contribution to ensuring the reliable availability of ammonia as a bunker fuel in northern German ports in the long term.

“The use of an ammonia bunker barge is considered a possible addition to the landside infrastructure to enable ship bunkering in the port and beyond in the future,” it said.

Photo credit: Hamburg Port Authority
Published: 22 July, 2026

LNG Bunkering

PIL’s LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on LNG and low-sulphur fuel oil that helps reduce our greenhouse gas emissions.

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PIL's LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

Singapore-based Pacific International Lines Pte Ltd on Monday (20 July) said its first 13,000 TEU LNG dual-fuel container vessel, Kota Elok, recently made her maiden call to Singapore on 15 July.

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on liquefied natural gas (LNG) and low-sulphur fuel oil that helps reduce our greenhouse gas emissions.

The vessel also incorporated energy-saving features and digital technologies to reduce fuel consumption and enhance operational performance, as well as a bow windshield to improve aerodynamics, contributing to improved fuel efficiency and lower emissions over the course of long-haul voyages.

“Following Singapore, Kota Elok will continue her voyage on our East Coast Service 1 (ES1) route to South America, calling at ports in Brazil, Uruguay, and Argentina before returning to Asia,” the company said in a social media post.

Kota Elok also became PIL’s first vessel to receive Lloyd’s Register certification for compliance with the IACS UR E26 and UR E27 cyber security requirements.

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Photo credit: Pacific International Lines
Published: 21 July, 2026