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Ammonia

ABS and LR award AiP for new ammonia-fuelled container vessel design

Taskforce including A. P. Møller-Mærsk, MAN Energy Solutions, Deltamarin, Eltronic FuelTech, ABS, and LR, and led by the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, is behind the new design.

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ABS and LR award AiP for new ammonia-fuelled container vessel design

Two classification societies, the American Bureau of Shipping (ABS) and Lloyd’s Register (LR), have awarded a new ship design of an ammonia-fueled 3,500 TEU container vessel Approval in Principle (AiP), according to Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping on Monday (3 June).

A cross-industry taskforce including A. P. Møller-Mærsk, MAN Energy Solutions, Deltamarin, Eltronic FuelTech, ABS, and LR, and led by the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, is behind the new design.

The result of this collaborative approach is a milestone in enabling ammonia as an alternative marine fuel, the Center said. 

“To unlock the potential of sustainable ammonia as an alternative, low-emissions marine fuel, we must carefully address the safety issues on board and ensure a safe and healthy working environment for our seafarers and people in ports,” Claus W. Graugaard, Chief Technology Officer, Onboard Vessel Solutions at the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping.

“The AiP of the new ship design is a major milestone on this journey, as it demonstrates that safety criteria for the application of ammonia as the main fuel is within tolerable levels of industry safety management practices.”

“The fact that we have both ABS and LR granting this AiP in parallel is a testimony to the robustness of the design and to the iterative risk assessment and systematic risk management intelligence that have gone into it. This development work has only been possible because all project partners have contributed with innovative thinking and willingness to share knowledge. Collaboration is the fastest way to co-creating the prescriptive rules and innovative solutions we need.”

When awarding an AiP, the classification societies perform a novel technology evaluation to examine all fundamental aspects of the ship design and general compliance with the associated rules/regulations. An AiP is not a regulatory approval, as these are issued by flag state administrations.

Next, the remarks raised on the design will be addressed and the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping continues to lead this work looking into extending the project to a second phase with partners including a charterer and ship owner.

“This project is an important step on the road to the wider adoption of ammonia as a marine fuel by the industry. ABS is committed to utilizing our highly specialized technical knowledge and research capabilities to explore viable, safe solutions for our clients’ decarbonization challenges. ABS is proud to contribute to this project team and to the work of the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping,” said John McDonald, ABS President and COO.

“Safety remains a critical aspect for the widespread adoption of ammonia as a marine fuel. This AiP demonstrates a clear cross-sector intention to ensure that ambition becomes reality,” said Andy McKeran, Chief Commercial Officer of Lloyd’s Register. 

“Through our previous collaborations, including the joint study with the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping and the LR Maritime Decarbonisation Hub into Quantitative Risk Assessment for ammonia ship design, LR has continued to build on its expertise as a trusted adviser to the maritime value chain, enabling us to put the mitigation of risks for ammonia vessels at the heart of our AiP process.”

 

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 4 June 2024

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Ammonia

GCMD in midst of developing emergency response plan for ammonia STS ops

GCMD is working with Oil Spill Response Limited, BlueTack and Stream Marine Technical to develop a draft ERP for ammonia STS operations, with the aim of adapting it for bunkering.

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GCMD in midst of developing emergency response plan for ammonia STS ops

The Global Centre for Maritime Decarbonisation on Tuesday (23 July) said it has been developing an emergency response plan (ERP) draft with industry partners specifically tailored to accidental ammonia release.

The partners GCMD is working with are Oil Spill Response Limited, BlueTack and Stream Marine Technical.

“GCMD is working with industry partners to develop a draft ERP for ammonia STS operations, with the aim of adapting it for bunkering,” it said in an update. 

Given ammonia’s toxicity, GCMD said it was important to have a well-defined emergency response plan (ERP) to minimise the impact of accidental ammonia release and safeguard life, property, and the environment.

“Existing ERPs for oil and chemical spills can provide a valuable foundation, especially in areas such as tiered response levels based on the severity of release,” it said.

“This, in turn, determines resource needs and multi-agency coordination protocols. However, it is important to recognise that we will need to supplement these plans with procedures tailored to ammonia’s properties.”

The provisional ERP report is scheduled to be released in Q4 of 2024. 

Note: GCMD’s visuals for a preview of the ammonia release ERP it is working on, highlighting some of the scenarios when ammonia is released both into sea and air, can be found here

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 23 July 2024

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Alternative Fuels

MMMCZCS publishes report on preparing tanker vessels for conversion to green bunker fuels

Converting tankers to green fuels can be technically and economically feasible when carefully considered in the context of fleet transition planning and asset age profiles, says MMMCZCS.

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MMMCZCS publishes report on preparing tanker vessels for conversion to green bunker fuels

The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) recently released its latest publication that sheds light on the technical, economic and environmental impact of preparing tanker vessels for conversion to alternative bunker fuels.

The publication titled ‘Preparing Tanker Vessels for Conversion to Green Fuels’ aims to understand the technical requirements and cost of converting from fuel oil to methanol or ammonia and from liquefied natural gas (LNG) to ammonia.

The publication outlined the project results related to converting tanker vessels to methanol or ammonia fuels.

“To decarbonise the global shipping industry, the world fleet needs to transition to using alternative fuels,” it said.

“However, shipowners are met with a big scope of challenges as they build their decarbonization strategies and determine how to most effectively time their investments in alternative fuel and technologies.”

The report considered reference designs for two types of tanker vessels: LR2 and VLCC. 

These vessel types are two of the largest in the tanker segment, often travel long routes, and have a high fuel consumption ― therefore, they can provide a good illustration of the economic and environmental impacts of different choices relating to vessel conversion. 

For each vessel design, the center defined five levels of preparation for alternative fuels, ranging from no preparation (Level 0) to a dual-fuel newbuild ready to operate on methanol or ammonia (Level 4).

For the LR2 design, the center’s model indicated that the total add-on cost of newbuilding and conversion to operation on methanol or ammonia, depending on preparation level and range, is:

  • 14-27% of the cost of a standard fuel oil newbuild for fuel oil-methanol conversions
  • 25-42% of the cost of a standard fuel oil newbuild for fuel oil-ammonia conversions
  • 47-62% of the cost of a standard fuel oil newbuild (or 21-34% of the cost of an LNG newbuild) for LNG‑ammonia conversions

 The main takeaways from its publication are:

  • Converting tankers to green fuels is technically and economically feasible with careful fleet transition planning and consideration of asset age. The industry possesses the necessary technology and engineering expertise for these conversions.
  • The economic impact of conversions varies based on the chosen green fuel and vessel range.
  • Conversion to alternative fuels affects a vessel’s operating envelope due to differences in energy density and fuel tank size requirements.
  • To maintain the same operational range as fossil fuels, shipowners may need to add tanks on deck (impacting DWT) or sacrifice part of the cargo capacity for fuel tanks.
  • This project focuses on options that reduce the vessel’s operating range but preserve its cargo capacity. Such solutions are believed to have commercial applicability based on industry knowledge.
  • Conversions after ten years of operation on fossil fuels can still considerably reduce a vessel's lifetime greenhouse gas emissions, though financial viability of conversions at this stage of the vessel’s lifetime must be considered.

Note: The full report by MMMCZCS can be viewed here.

 

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 23 July 2024

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Ammonia

MPA, ITOCHU and partners sign MoU on ammonia-fuelled bulk carriers study

As a government agency, MPA,will review and provide their views to the designs of the ammonia-fuelled ships to ensure their safe operations, says ClassNK.

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RESIZED venti views

Classification society ClassNK on Thursday (18 July) said it signed a Memorandum of Understanding (MoU) with ITOCHU Corporation, Nihon Shipyard Co., Ltd., and Maritime and Port Authority of Singapore (MPA) regarding a joint study for the design and safety specifications of ammonia-fuelled ships which are under development by ITOCHU and partners.

“The discussion for a specification of ammonia-fuelled ships with a governmental body related to their operation is essential for a social implementation of ammonia-fuelled ships,” ClassNK said. 

“As one of parties of the MoU, MPA, a government agency overseeing the world’s busiest bunkering hub, will review and provide their views to the designs of the ammonia-fuelled ships to ensure their safe operations.”

The MoU is based on the premise that 200,000 deadweight ton class bulk carriers will be built by Nihon Shipyard with an ammonia dual-fuelled engine.

“The necessary clarifications of the specification for the ammonia-fueled ship to carry out ammonia bunkering in Singapore will be conducted among parties of this MoU, for the commercialisation of ammonia-fuelled ships,” ClassNK added.

 

Photo credit: Venti Views on Unsplash
Published: 19 July 2024

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