Alternative Fuels

SINTEF: Ammonia as a sustainable fuel option for shipping

‘More research is required to understand the best options (fuel or energy carrier) for individual industrial applications’, says Executive Vice President in SINTEF.

Published

5 years ago

October 13, 2021

Admin

The Executive Vice President of Norwegian research company Stiftelsen for industriell og teknisk forskning (SINTEF) recently published an article which discusses using ammonia as an alternative bunker fuel for the shipping industry, together with its significant positive environmental impact.

At present, up to 90% of all container ships are powered by heavy fuel oil (HFO). On a typical long-haul journey, a large ship can emit more than 5,000 tons of CO2 along with harmful pollutants including nitrogen oxide (NOx), sulfur oxide (SOx) and particulate matter including soot.

If ammonia were to be used in its place, the same journey would result in close to zero emissions. With a global fleet of more than 5,000 container ships crossing the oceans every day, the climate benefits are significant.

Introducing ammonia for long-haul shipping

Ammonia is known by many as a foul-smelling, toxic chemical used in agriculture and cleaning products. But it’s also a flexible fuel and energy carrier. It has an energy density by volume almost 30% higher that of liquid hydrogen and it’s easier to distribute.

The potential of hydrogen as a feedstock, reduction agent and zero-emission energy carrier in industry is well-known. Now, the climate possibilities for ammonia as a fuel are an appealing option to slash emissions from transport such as long-haul shipping and aviation. It will also play an important role in driving the development of a hydrogen economy.

But ammonia on its own isn’t suitable, as pure ammonia is difficult to burn efficiently due to its inherently low flame speed. Researchers have proposed utilising waste heat from the combustion process to partially decompose/crack the ammonia, which results in a fuel mix of ammonia, nitrogen and hydrogen. Such technology is relatively easy to scale-up to even the largest cargo vessels.

For aviation, the choice between greener options (liquid hydrogen, ammonia and batteries) and synthetic hydrocarbon fuels is what matters most. That’s because certification and technology development for zero-emission aircraft is a demanding and costly endeavor for a commercially funded industry such as aviation.

Ammonia: fuel and energy carrier

The use of ammonia as a fuel and fertilizer is nothing new, dating back to the early 1800s. It also enjoyed a resurgence during World War II when oil reserves were depleted. Advances in solid-oxide fuel cell (SOFC) and polymer electrolyte membrane fuel cell (PEMFC) technologies mean ammonia could have a future as a fuel in diverse industrial applications, including shipping, but massive scale-up is required.

Although ammonia is among the most traded chemicals in the world it is not used for energy purposes. Studies have shown that to convert deep sea shipping to ammonia, the present capacity to produce ammonia will have to be quadrupled by 2050, representing a global market of $5 trillion (PDF).

Ammonia can also be used as a reduction agent in the iron and steel industry, and it is widely used as a feedstock in the chemical sector. In varying proportions, hydrogen-ammonia-nitrogen mixes can imitate the properties of different fossil fuels.

Ammonia also has huge potential as an energy carrier for hydrogen because of its higher energy density and milder storage temperature/pressure requirements. This cuts costs and makes transport more efficient, both key elements in building a future hydrogen and ammonia distribution infrastructure.

However, this does not mean that ammonia is the best solution for transport and use of hydrogen, as each case will have to be assessed individually. Both liquid hydrogen and liquid organic hydrogen carriers (LOHC) as well as compressed hydrogen have their virtues as well. It all depends on the application, footprint, weight, location are among factors which will determine the best option.

The production of green hydrogen (using direct renewable energy sources such as offshore wind) is already virtually carbon-free, while blue hydrogen (using carbon capture and storage) provides another route to a climate-friendly ammonia solution. Once transported, the ammonia can be cracked back to hydrogen.

Building a hydrogen and ammonia economy

The varied potential uses of ammonia to tackle emissions from otherwise hard-to-abate industries also helps to drive the necessary hydrogen economy.

The greenest form of hydrogen production using direct renewable energy will take time to scale up, limited by the availability of cheap and abundant renewable electricity.

Until then, the development of blue hydrogen solutions using carbon capture and storage can provide a short-term reduction in emissions with the long-term investment in hydrogen infrastructure required to meet the challenging goals of the Paris Agreement.

Developing ammonia-based solutions will increase demand on both sides of this equation. More research is required in order to understand the best options (fuel or energy carrier) for individual industrial applications. This includes assessments on the economics, potential NOx emissions from ammonia as a fuel, safety and acceptance issues and the infrastructure investments required.

Photo credit: Chris Pagan from Unsplash
Published: 13 October, 2021

Alternative Fuels

MPA and MSC ink MoU to support adoption of alternative bunker fuels

MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency.

Published

4 hours ago

June 4, 2026

Admin

MPA and MSC ink MoU to support adoption of alternative bunker fuels

The Maritime and Port Authority of Singapore (MPA) on Wednesday (3 June) said it signed a Memorandum of Understanding (MoU) with MSC Mediterranean Shipping Company to strengthen collaboration in maritime decarbonisation, digitalisation, innovation, and manpower development.

The MoU was signed on 25 May 2026 by Mr Ang Wee Keong, Chief Executive of MPA, and Mr Soren Toft, Chief Executive Officer of MSC.

The MoU underscores the shared commitment of MPA and MSC to foster a sustainable, digital, and future-ready maritime sector, while enhancing MSC’s operational and business activities in Singapore. This year also marks the 30th anniversary of MSC establishing its Asia Regional Office and local office in Singapore.

Under the MoU, MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency and operational performance.

MPA and MSC will also collaborate on maritime digitalisation initiatives to improve operational efficiency, including streamlining vessel arrivals and port operations.

On manpower development, MSC will support internship and scholarship opportunities through Singapore Maritime Foundation’s Maritime Outreach Network (MaritimeONE) platform, an industry-led tripartite partnership comprising industry, government and institutes of higher learning that aims to raise awareness of the maritime industry and attract quality talent into the maritime sector.

Mr Ang Wee Keong, Chief Executive of MPA, said: “This partnership reflects the strong collaboration between MPA and MSC in driving sustainability and digitalisation in the maritime sector. By working together on decarbonisation, operational efficiency and talent development, we aim to strengthen Maritime Singapore’s position as a trusted and future-ready global maritime hub.”

Mr Soren Toft, Chief Executive Officer of MSC, said: “Singapore is a strategically important hub for MSC and a key gateway to the broader Asia region. As we mark 30 years in Singapore, this MOU reinforces our long-term commitment to strengthening our presence here. MSC and Singapore are closely aligned on the priorities shaping the future of global shipping, and we look forward to deepening this partnership to drive the continued growth and resilience of the maritime industry.”

Photo credit: Maritime and Port Authority of Singapore
Published: 4 June, 2026

Methanol

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Following “Seaspan Yangtze”, the remaining vessels planned for retrofit under the methanol retrofit programme are “Seaspan Amazon”, “Seaspan Ganges”, “Seaspan Thames”, and “Seaspan Zambezi”.

Published

4 hours ago

June 4, 2026

Admin

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Seaspan Corporation (Seaspan) and Hapag-Lloyd on Wednesday (3 June) announced the successful completion of the first of the five vessel conversions under their methanol retrofit programme with the delivery of Seaspan Yangtze.

From the early SAVER (Seaspan Action for Vessel Energy Reduction) programme to today’s CleanBlue initiative, Seaspan has committed over USD 230 USD million across 86 vessels, executing more than 550 efficiency and retrofit projects.

Following Seaspan Yangtze, the remaining vessels planned for retrofit under the programme are Seaspan Amazon, Seaspan Ganges, Seaspan Thames, and Seaspan Zambezi. Each retrofit is expected to reduce well-to-wake CO₂e emissions by approximately 30,000 to 50,000 metric tonnes per vessel annually when operating on low-carbon methanol, while also extending vessel lifespan and enhancing fuel flexibility.

“Decarbonisation is not just about building the fleet of tomorrow, it is also about unlocking the full potential of the fleet we have today. Retrofitting and upgrades on existing fleets play a practical, immediate, and economical role in accelerating shipping’s decarbonization journey,” said Bing Chen, Chairman, President and CEO of Seaspan.

“Project SAVER CleanBlue highlights Seaspan’s strong customer partnerships, deep technical expertise, and unique platform integrated with JV partners, such as WattSpan Maritime Technology, in executing complex and large-scale retrofit projects.”

“The successful conversion of the Seaspan Yangtze together with the planned retrofit of its four sister vessels is another important step on our ambitious path towards net-zero fleet operations by 2045,” said Silke Lehmköster, Managing Director, Fleet, Hapag-Lloyd.

“Together with Seaspan, we are demonstrating that retrofitting existing vessels for low-carbon methanol can be a practical way to reduce emissions in shipping.”

Photo credit: Seaspan
Published: 4 June, 2026

Nuclear

South Korean-led nuclear car carrier design secures LR backing

LR is working with HHI, KSOE, Hyundai Glovis, G- Marine Service and KAERI on a joint development project exploring an advanced small modular reactor (SMR) installation on a PCTC.

Published

5 hours ago

June 4, 2026

Admin

South Korean-led nuclear car carrier design secures LR backing

Classification society Lloyd’s Register (LR) on Tuesday (2 June) said it has teamed up with South Korean shipbuilding, marine services and nuclear research organisations to advance the development of a nuclear‑assisted car carrier concept.

LR is working with Hyundai Heavy Industries, Korea Shipbuilding & Offshore Engineering (KSOE), Hyundai Glovis, G- Marine Service and the Korea Atomic Energy Research Institute (KAERI) on a joint development project (JDP) exploring an advanced small modular reactor (SMR) installation on a pure car and truck carrier (PCTC).

The study focused on how a Molten Salt Reactor (MSR) could be physically and operationally integrated into a large vehicle carrier. Work examined the internal arrangement and segregation of the reactor system, shielding requirements, and the impact on cargo deck layout and vehicle capacity, alongside stability and trim implications linked to the reactor’s weight and positioning.

The partners also assessed propulsion system configuration and power delivery, as well as operational flexibility compared with conventionally fuelled PCTCs, where trade routes and port calls can be tightly constrained.

A key focus of the project has been safety. LR led hazard identification (HAZID) and preliminary risk assessment work, focusing on containment, onboard safety systems and potential operability constraints tied to nuclear technology at sea.

The partners will mark the project milestone with an Approval in Principle (AiP) granting ceremony on 2 June at the LR stand during Posidonia 2026.

Sung-Gu Park, President – North East Asia, Lloyd’s Register, said: “While nuclear propulsion is still at an early stage of development, this project shows the importance of building technical understanding now to support future progress.

“Establishing feasibility at concept stage is a valuable step forward, particularly in areas such as cargo optimisation, vessel stability and integrated safety design.”

Hong-Ryeul Ryu, CTO and Senior Executive Vice President at HD HHI, said: “With global environmental regulations becoming increasingly stringent and no definitive net-zero fuel yet available, SMR-powered ships can serve as a highly effective alternative, representing a pioneering next-generation maritime technology capable of complying with GHG emission regulations while allowing lifetime operation without refuelling, and HD HHI will remain at the forefront of sustainable maritime technology development.”

Photo credit: Lloyd’s Register
Published: 4 June, 2026