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Switching to ammonia as bunker fuel can create ‘entirely new problems’, says researchers

Study from Chalmers University of Technology found eutrophication and acidification are some of the environmental problems that can be traced to use of ammonia as well as emissions of laughing gas.
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Switching to ammonia as a marine fuel, with the goal of decarbonisation, can instead create entirely new problems, according to a study from Chalmers University of Technology in Sweden released on Monday (5 February).

In the study titled How do variations in ship operation impact the techno-economic feasibility and environmental performance of fossil-free fuels? A life cycle study, researchers carried out life cycle analyses for batteries and for three electrofuels including ammonia.

Eutrophication and acidification are some of the environmental problems that can be traced to the use of ammonia – as well as emissions of laughing gas, which is a very potent greenhouse gas.

In the search for viable fossil-free marine fuels, ammonia has been on the agenda for several years as one of the strongest alternatives. Ammonia (NH3) is a carbon-free fuel and has the advantage of a higher energy density than, for example, hydrogen. It can also be liquefied fairly easily although it is a gas at standard conditions. However, a significant disadvantage is that the production of electro-ammonia – which requires electricity – is very energy intensive.

Moreover, the new study shows that an eagerness to rid the shipping sector of carbon emissions, by using ammonia, might create entirely new problems instead.

“Although ammonia is carbon-free, its combustion in engines is not free from greenhouse gas emissions”, said Selma Brynolf, Chalmers researcher and co-author of the paper. 

“Engine tests have shown varying degrees of emissions of laughing gas, which is a very potent greenhouse gas with more than 200 times the global warming impact than carbon dioxide.”

“There is simply a lack of deeper risk analyses of what a switch to ammonia could mean”, said Fayas Malik Kanchiralla, PhD student at the Department of Mechanics and Maritime Sciences at Chalmers and lead author of the paper.

The alternative with the lowest cost is environmentally problematic

The researchers used life cycle assessment and life cycle cost to evaluate technical viability, environmental impacts, and economic feasibility for four types of renewable energy carriers, for three different types of ships. The energy carriers examined included electricity via batteries, and three electrofuels: hydrogen, methanol, and ammonia. The energy carriers were in turn used in combination with both engines and fuel cells.

The study shows that ammonia and methanol have the lowest cost of the alternatives studied.

“The market is usually drawn by costs, and since electro-ammonia has the lowest cost, the market is aiming towards it. There is a hype around this fuel in shipping today. But if, and when, we make a shift to ammonia, it is to solve the problem of using fossil fuels, and at the moment it seems like we might end up creating more problems instead”, said Fayas Malik Kanchiralla.

This is because ammonia comes with a set of environmental disadvantages. Its use as a fuel can affect air and water quality due to ammonia leakage and emissions of nitrogen oxides (NOx), such as laughing gas (N2O). Fayas Malik Kanchiralla and his colleagues stress the importance of controlling this for ships operating in areas with emission controls, for example a sensitive marine area such as the Baltic Sea.

Electrofuels are synthetic fuels that are produced with electricity, in a process where energy-rich molecules are made from other molecules. These fuels are defined as ‘green’ when they are produced with renewable electricity. But the study shows that all three green electrofuels have a higher environmental impact than traditional fuels in terms of human toxicity, use of resources such as minerals and metals, and water use.

Eutrophication and acidification are some of the risks

The use of ammonia is associated with substantial toxicity challenges and risks, which are manageable, but would increase the complexity of the safety systems required. This would potentially limit the use of the fuel to only deep-sea cargo ships.

“Among the environmental problems that can be traced to use of ammonia are eutrophication and acidification”, said Fayas Malik Kanchiralla. 

“To sum up; even though green ammonia is a fossil-free and relatively clean fuel, it is probably not green enough for the environment as a whole. More risk assessments on the emissions of ammonia, and the related nitrogen compounds, need to be done before adopting this fuel for shipping.

The study also shows that it is very difficult to find a simple non-fossil fuel solution that both works for all types of ships and is able to meet the goal of reducing greenhouse gas emissions in shipping. Assessing the environmental and economic aspects of different fuel options for the shipping sector is complex, and several factors need to be considered when developing climate strategies for various types of ships and modes of operation.

“From a life cycle perspective, one needs to find different types of solutions for decarbonisation for different kinds of ships”, said Fayas Malik Kanchiralla. “There is no silver bullet. More research and more life cycle analyses need to be done.”

Note: The study titled ‘How do variations in ship operation impact the techno-economic feasibility and environmental performance of fossil-free fuels? A life cycle study’ can be found here. 

 

Photo credit: Chris Pagan on Unsplash
Published: 6 February, 2024

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Biofuel

BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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June 3, 2026

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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Biofuel

NYK starts one-year B100 bio bunker fuel trial on car carrier

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices.
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NYK starts one-year B100 bio bunker fuel trial on car carrier

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions. 

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said. 

 

Photo credit: NYK
Published: 3 June, 2026

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Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

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VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes. 

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

 

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

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