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Report: Maritime emission risks not a ‘showstopper’ for ammonia-based fuel pathways

Well-to-tank emissions from ammonia fuels still need to be better understood to assess the overall viability of ammonia-based alternative fuel pathways, states MMMCZCS.
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Managing emissions from ammonia fueled vessels

The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) in early March released a paper ‘Managing Emissions from Ammonia-Fuelled Vessels’. The following are conclusions drawn from its study of using ammonia as a bunker fuel:

EXECUTIVE SUMMARY

The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) has identified blue and electro ammonia as potential low-emission alternative fuel pathways. The emissions profile for ammonia fuels is currently unknown, as ammonia engines are still under development.

However, emissions from ammonia internal combustion engines (ICEs) may present safety, climate, and regulatory risks, necessitating onboard vessel emission management technologies and solutions.

While ammonia combustion presents emission risks that are not fully known today, a combination of emission management technologies are already available or under development. A dedicated MMMCZCS working group was established to study potential emission scenarios for ammonia ICEs and technologies that can reduce emissions to acceptable levels.

The working group made the following conclusions:

Ammonia combustion presents specific emissions risks related to safety, health, and climate:

  • Ammonia slip is highly toxic, presenting a safety risk for crew and passengers on board the vessel.
  • NOX formed by incomplete ammonia combustion presents a health risk to local communities where vessels operate and must be managed to maintain regulatory compliance.
  • N2O is a potent greenhouse gas (GHG) impacting the global climate (1 gram of N2O is equivalent to 265 grams of CO2).
  • Due to poor ammonia combustion characteristics, secondary or pilot fuel is required. If the pilot fuel is fossil based, it will result in CO2 emissions

Onboard ammonia emission sources require a combination of emission management technologies:

We defined three emissions scenarios based on potential emission profiles, and all scenarios required 3-4 different treatment technologies to achieve acceptable emissions levels. Emission management technologies are needed to treat ammonia boil-off gas (BOG) from fuel tanks, ammonia mixtures from purging and venting operations, and combustion emissions from the engine(s). While such combinations would enable significant emissions reduction, they would also increase the cost and complexity of vessel design compared with vessels operating on conventional fuels.

Managing ammonia emissions is possible and management technology development timelines are expected to align with ammonia ICE development:

Some emission management technologies are already commercially available for maritime use, including reliquefication and selective catalytic reduction (SCR). Others are based on existing maritime or shore-based concepts that need to be adapted for ammonia as a fuel, including engines, gas combustion units (GCU)/ boilers, catalysts, and water catchers/chemical absorbers.

Industry-wide collaboration during engine and emission management technology development is needed to optimize ammonia-fueled vessel designs:

All stakeholders, including engine manufacturers and emission management technology suppliers, must work together to develop ammonia-fueled vessel designs and optimize the use of materials, costs, and overall system efficacy. Without collaboration, specific parts of the vessel design will be developed in isolation, and interconnected systems and technologies could end up unnecessarily oversized, inefficient, or costly. Regulators should follow upcoming tests and technology development closely to ensure that practical, effective, and realistic targets and goals are set from the beginning.

Acceptable ammonia emission levels are not yet clearly defined:

Given the broad range of exposure limits in literature and the lack of knowledge on ammonia as a fuel for the maritime sector, there is a need to be conservative when defining guidelines as an additional safeguard. Thus, low limits are generally included in Classification Society (Class) guidelines, ahead of mandatory International Maritime Organization (IMO) instruments in response to the industry’s interest in ammonia as a fuel. The operational ammonia limits defined in existing Class guidelines vary. Coordinated alignment on thresholds for adequate risk management is required to secure standardization and industry guidance.

Our analysis showed that, with industry-wide collaboration across ammonia engine development, emission management, and vessel design, emission risks will not be a showstopper for ammonia-based fuel pathways. However, well-to-tank (WTT) emissions from ammonia fuels still need to be better understood to assess the overall viability of ammonia-based alternative fuel pathways.

Note for readers: The full report can be obtained through the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping website here.

 

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 6 March, 2023

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Newbuilding

Tsuneishi delivers world’s first methanol dual-fuel Ultramax bulker to NYK

“Green Future” was delivered at Tsuneishi factory on 13 May and will be chartered by NYK Bulk & Projects Carriers, an NYK Group company, from Kambara Kisen.
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May 15, 2025

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Tsuneishi delivers world’s first methanol dual-fuel Ultramax bulker to NYK

Tsuneishi Shipbuilding on Wednesday (14 May) said it has delivered the world’s first methanol dual-fuel Ultramax bulk carrier, Green Future. 

The 65,700 dwt vessel was delivered at its factory on 13 May and will be chartered by NYK Bulk & Projects Carriers, an NYK Group company, from Kambara Kisen.

Tsuneishi Shipbuilding said the vessel maintains the high cargo capacity and fuel efficiency characteristic of the TESS66 Aeroline design series, while enabling more sustainable operations through the use of methanol as a fuel.

The methanol fuel tank has been positioned to maximise safety and facilitate smooth cargo handling while maintaining loading efficiency. It is also equipped with a fuel-efficient main engine and Tsuneishi’s proprietary Aeroline technology to reduce wind resistance, delivering superior fuel performance.

Mr Okumura Sachio, Representative Director, President & Executive Officer of Tsuneishi Shipbuilding, said: “This delivery marks just the beginning. We will continue constructing methanol dual-fuelled vessels at our overseas facilities and remain steadfast in our pursuit of technological innovation to contribute to a more sustainable maritime industry and global environment.”

NYK said the vessel is the first bulk carrier in the NYK Group to be equipped with a dual-fuel engine that uses methanol and fuel oil.

Vessel Particulars

LOA: 199.99 m
Breadth: 32.25 m
Depth: 19.15 m
Deadweight: approx. 65,700 metric tonnes
Capacity: approx. 81,500 m3
Draft: 13.8 m

 

Photo credit: Tsuneishi Shipbuilding
Published: 15 May, 2025

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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.

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May 15, 2025

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1000×600 GSCC2025 Logo

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

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Biofuel

Burando Energies completes B30 bunkering operation for Teekay Tankers

Firm delivered a bespoke blend of VLSFO containing 30% ISCC Certified FAME Residue to Teekay Tankers in Port of Amsterdam.

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May 15, 2025

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Burando Energies completes B30 bunkering operation for Teekay Tankers

European marine fuel supplier Burando Energies on Wednesday (14 May) said it has successfully completed a bunkering operation for Teekay Tankers, delivering a bespoke blend of Very Low Sulphur Fuel Oil (VLSFO) containing 30% ISCC Certified FAME Residue in the Port of Amsterdam. 

By blending its VLSFO with FAME Residue, Burando Energies said it is able to provide a scalable solution that meets both commercial and environmental targets.

“We are proud to support Teekay Tankers in taking concrete steps toward sustainable operations,” said Nick de Haan, Head of Decarbonisation Strategies at Burando Energies. 

“This delivery showcases our ability to meet the evolving fuel demands of the global shipping industry with innovative, lower-carbon solutions that are also commercially viable.”

FAME (Fatty Acid Methyl Esters) Residue is a renewable, second-generation bio-component derived from waste oils and residual feedstocks from biodiesel production. Unlike conventional biodiesel, FAME Residue is considered a more economical and circular option, offering a reduced carbon footprint at a lower cost.

Through extensive testing and evaluation, Burando Energies has secured a consistent, FAME Residue stream that blends well with VLSFO and maintains full compatibility with existing marine engines. The result is a drop-in fuel blend that lowers lifecycle emissions while enhancing both operational efficiency and fuel flexibility.

“Teekay Tankers has partnered with Burando for many years and has worked with us on the first FAME Residue biofuel delivery in Amsterdam,” said Mads Bjornebye, Manager Bunker Services at Teekay Tankers. 

“Burando coordinated closely with both our Technical and Commercial teams to ensure a smooth delivery.”

 

Photo credit: Burando Energies
Published: 15 May, 2025

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