Ammonia

DNV outlines recommendations for safe use of ammonia as a marine fuel

DNV released its recommended practice, developed with industry leaders, providing the guidance shipowners, operators and training institutions need to build ammonia-specific competence on board.

Published

2 weeks ago

May 8, 2025

Admin

Classification society DNV on Tuesday (6 May) released its recommended practice, developed with industry leaders, providing the guidance shipowners, operators and training institutions need to build ammonia-specific competence on board.

DNV and industry experts shared key learnings from other sectors, along with the procedures and measures needed to ensure the safe operation of ammonia-fuelled vessels through the right competence:

Low-emission ammonia is increasingly recognized as a viable alternative fuel with significant potential in helping the maritime industry decarbonize. Unlike conventional fuels, it has distinct characteristics that necessitate specific handling and safety protocols. However, with proper training and a well-established safety culture its use can be effectively managed.

“Ammonia is a chemical that deserves respect but should not be feared. This starts with a clear understanding of the hazard profile,” says Laurent Ruhlmann, HESQ Vice President, Yara Clean Ammonia. The company handles 20% of all globally traded ammonia, produces more than eight million tonnes of ammonia per year, and has a history of producing ammonia dating back to 1927.

Bridging the ammonia competence gap in maritime

“There is a lot of experience from handling ammonia on land for decades that can be easily ported over to the maritime world to help it meet the upcoming decarbonization targets,” Ruhlmann explains.

The maritime industry needs to embrace viable alternative fuels to successfully decarbonize. However, despite three ammonia-fuelled vessels already in operation and more than 30 currently on order (according to DNV’s Alternative Fuels Insight platform), specific training programmes for its safe handling as a marine fuel have been relatively slow to develop. This has created a growing competence gap, as existing training frameworks for alternative fuels like LNG do not adequately address the distinct properties and handling requirements of ammonia.

Maritime stakeholders shape ammonia safety practice

“Alternative fuel guidelines provide a strong foundation for safe adoption and handling, but ammonia requires a dedicated framework and strategy tailored to its specific properties,” says Erlend Erstad, Senior Consultant, Safety, Risk & Reliability at DNV Maritime Advisory. Together with industry partners, DNV has developed a recommended practice (RP) to provide shipowners, operators and regulators with the structured approach needed to ensure competence readiness for ammonia-fuelled vessels.

“DNV’s RP assists shipowners and training institutions as they develop new marine fuel programmes based on its guidance and with input to reviewed safety protocols, risk assessment frameworks and crew training requirements. It was developed with input from a number of key stakeholders including Amon Maritime, Azane Fuel Solutions, Yara Clean Ammonia, Wärtsilä, Kongsberg Maritime and Bernhard Schulte Shipmanagement/Ula Ship Management. This provided us with rounded and comprehensive best practice,” says Erstad, highlighting the benefits of close industry collaborations.

Learning from Yara’s leadership in ammonia safety

Yara Clean Ammonia was a key contributor to the RP’s development and has a strong safety culture. As a leader in ammonia production and handling, the company has decades of experience producing and transporting ammonia and operates the largest global ammonia network, with 15 vessels and access to 18 terminals worldwide.

Yara Clean Ammonia has already taken a final investment decision on Yara Eyde, which will be the world’s first ammonia-fuelled container vessel. The ship will transport goods between the Oslofjord area and other parts of northern Europe. Sixty per cent of the cargo will be Yara’s fertilizer products, thereby helping to reduce scope 3 emissions for Yara International.

“Yara Clean Ammonia’s extensive experience with the worldwide ammonia trade has helped shape the RP’s recommendations, particularly those regarding handling protocols, emergency response and risk assessment,” reports Kirsten Strømsnes, Business Development Leader at DNV Maritime Advisory.

“The development of alternative fuels to replace heavy fuel oil (HFO) has been ongoing for decades, particularly since the adoption of gaseous fuels like liquefied natural gas (LNG). This extensive experience, along with insights from other industries such as Yara, gives the shipping industry an advantage in managing the safe use of ammonia as a fuel.”

Note: The full article by DNV on ‘Managing the safe use of ammonia as a marine fuel’ can be found here.

Photo credit: Venti Views on Unsplash
Published: 8 May, 2025

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Ammonia

ABS answers critical safety questions related to using ammonia as a marine fuel

ABS engineers examined realistic bunkering situations such as STS, terminal-to-ship and truck-to-ship, as well as ammonia dispersion from the vessel due to a leakage incident in the engine room.

Published

22 hours ago

May 19, 2025

Admin

Classification society American Bureau of Shipping (ABS) on Thursday (15 May) published its report to bring together the findings of its advanced research into the performance of ammonia on board.

Critical safety questions such as “how does ammonia behave when it leaks in an engine room?” and “how does a cloud of escaped ammonia disperse during bunkering operations?” are addressed in the latest ABS research.

ABS performed computational fluid dynamics (CFD) simulations using advanced tools to quantitatively assess the risks associated with ammonia dispersion in accidental leakage scenarios.

ABS engineers examined realistic bunkering situations such as ship-to-ship, terminal-to-ship and truck-to-ship, as well as ammonia dispersion from the vessel due to a leakage incident in the engine room.

“This publication provides a comprehensive report of ABS’ efforts to address the challenges and opportunities presented by ammonia as a marine fuel,” said Vassilios Kroustallis, ABS Senior Vice President, Global Business Development.

“Through detailed analysis of ammonia dispersion studies and emergency evacuation protocols, ABS is contributing to the discourse on safe and supportable maritime fuel alternatives, fostering a culture of preparedness and resilience.”

In addition to CFD simulation analysis, ABS leveraged the latest industry best practices and advancements in software and hardware – including acoustic cameras for detecting and visualizing ammonia leakage – to provide a thorough, three-part framework for owners and operators evaluating ammonia as a cleaner fuel source:

Proactive regulatory engagement and risk anticipation
Development and implementation of a multifaceted safety framework, combining qualitative and quantitative risk assessments
Real-time monitoring and optimized emergency response

Note: Download a copy of the ABS publication Safety Insights for Ammonia as a Marine Fuel here.

Photo credit: Venti Views on Unsplash
Published: 19 May, 2025

Events

Green Shiptech China Congress to explore alternative bunker fuels and ship technologies

LNG, methanol and ammonia as well as fuel cell integration will be among key issues discussed at the annual conference which will be held on 25 to 26 September in Shanghai.

Published

5 days ago

May 15, 2025

Admin

Ridge China on Wednesday (14 May) announced it will be hosting the 14th Green Shiptech China Congress (GSCC), an annual conference which will be held on 25 to 26 September in Shanghai.

More than 4,400 experts and decision makers from governments, classification societies, shipowners, shipyards, research institutes, technology/equipment suppliers and consulting companies attended the previous GSCC from 2012 to 2024.

For 2025, over 400 industry experts, corporate decision makers and government officials will be engaged in comprehensive discussions on current issues of IMO, EU, USCG, China MSA’s policies and regulations, designs and standards for new ship models, innovative and sustainable green ship technologies at this annual conference.

Alternative bunker fuels such as LNG, methanol and ammonia as well as fuel cell integration will be part of the important issues discussed at the event.

Speakers will be from

IMO
European Commission
U.S. Coast Guard
China MSA
Financial Institutions
Maritime Research Institutes
Solution & Technology Providers
Shipowners
Shipyards
Classification Societies

Key topics

Policies and Regulations Update and Interpretate by IMO, European Commission, U.S. Coast Guard and China MSA
Retrofitting Vessels to Achieve Decarbonization Goals
Energy Efficiency Continues to Be Key for Decarbonization
Decarbonization Through Digitalization
Digital Technologies As a Key Enabler for Emissions Reduction
Impact of a Hull Coating Upgrade on Hull Efficiency
LNG As Marine Fuel: Pivoting Towards Cleaner Shipping
Methanol As a Marine Fuel
Ammonia’s Credentials As a Green Fuel
Wind Propulsion Technology
Fuel Cell Integration: Upcoming Challenges and Opportunity
Propelling Carbon-neutral Shipping with Green Engines and Alternative Fuels
Next-generation Electric and Hybrid Marine Propulsion Technologies and Components
Latest Developments in Energy Storage Systems

Interested parties may contact:

Mr. Quin Xu
Tel: +86 21 6607 8610 -8003
Mob: +86 13564222811
Email: [email protected]

Note: The English and Chinese version of the event website can be found here and here respectively while the event registration can be found here.

Photo credit: Ridge China
Published: 15 May, 2025

LNG Bunkering

SEA-LNG: LNG pathway offers best returns under IMO Net-Zero Framework

SEA LNG’s calculations show that under the Net-Zero Framework, investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO.

Published

5 days ago

May 15, 2025

Admin

Industry coalition SEA-LNG on Wednesday (14 May) said it has completed its initial analysis of the IMO Net-Zero Framework following MEPC 83 by using the independent Z-Joule cost of compliance calculator to assess the commercial implications of the new regulations.

The calculations show that under the Net-Zero Framework investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO. LNG ships also give shipowners a commercial advantage through fuel optionality and access to widespread established infrastructure.

The complex IMO Net-Zero Framework now requires further detailed analysis and feedback from the industry, as well as coordination with EU initiatives and the specific concerns of other member states, prior to formal ratification later this year. There are also critical details surrounding the IMO Net Zero Fund and the zero and near-zero-emission fuels (ZNZ) Reward Mechanism that will not be addressed before 2027.

SEA-LNG’s research examines the investment case for a 14,000 TEU container vessel operating a trans-Pacific route from Japan to the US West Coast. It compares LNG, ammonia and methanol dual fuel vessels against a vessel fuelled by VLSFO over a 15-year investment period.

The total cost of the different fuel pathways is driven by CapEx, the carbon intensity of the fuels, and the fuel price. For both fuel price forecasts and carbon intensity values, SEA-LNG used assumptions from DNV’s analysis (MEPC 82/INF.8/Add.1) of the candidate mid-term measures discussed at MEPC 82.

Both high-pressure and low-pressure LNG dual fuel engines offer a relative payback period of between 4.5 and 5 years compared with VLSFO because of lower compliance costs due to LNG’s lower greenhouse gas fuel intensity (GFI). Methanol and ammonia fuelled vessels do not pay back over the 15-year investment horizon.

SEA-LNG also modelled the investment case for a 14,000 TEU containership operating on the Rotterdam-Singapore trade route using the same fuel price forecasts. In this case, the vessel is subject to both IMO and EU decarbonisation regulations – the latter for 50% of the voyage. Here the payback for LNG fuelled vessels was reduced to about 3.5 years mainly due to the effect of FuelEU Maritime in the early years of the analysis period.

Steve Esau, Chief Operating Officer of SEA-LNG, said: “While many details need to be decided, the IMO Net-zero Framework provides a clear basis for maritime decarbonisation and should, in principle, enable all fuel pathways – be they LNG, methanol or ammonia – to compete on a level playing field. For this to continue, it is imperative that the ZNZ Reward Mechanism is designed in a fuel agnostic and technology neutral way.”

Peter Keller, Chairman of SEA-LNG, concluded: “The industry continues to make major investments in the LNG pathway. These ships can use LNG, bio-methane and e-methane, and reduce greenhouse gas emissions and cut local pollution today. The IMO position, as well as the EU regulations, both affirm the pathway is heading in the right direction and offers a practical and realistic route to compliance, starting right now.”

This research is the first in a series of costs of compliance analyses SEA-LNG is developing using the Z-Joule calculator.

The IMO Net-Zero Framework is the first in the world to combine mandatory emissions limits and GHG pricing across an entire industry sector. 

Approved by the Marine Environment Protection Committee during its 83rd session (MEPC 83) from 7 to 11 April 2025, the measures include a new fuel standard for ships and a global pricing mechanism for emissions.

These measures, set to be formally adopted in October 2025 before entry into force in 2027, will become mandatory for large ocean-going ships over 5,000 gross tonnage, which emit 85% of the total CO2 emissions from international shipping. 

Note: The full SEA-LNG analysis can be read here.

Photo credit: Venti Views on Unsplash
Published: 15 May, 2025