MaritimeNH3, a competence building project for industry, was part of the industry-led project “Ammonia Fuel Bunkering Network”, both funded under Norway’s Green Platform scheme. While the industry-led project focused on developing and realising an ammonia bunkering terminal, MaritimeNH3 has developed and disseminated new knowledge to facilitate the implementation of ammonia (NH3) as a zero-carbon ship fuel. The project was led by SINTEF Energi AS, with SINTEF AS (Industri) as research partner, and included industry collaboration with Yara Clean Ammonia, Azane Fuel Solutions, Amon Maritime, ECONNECT Energy, Ocean Hyway Cluster, HYEX Safety, and Viridis Bulk Carriers.
Shipping relies heavily on fossil fuels, and is currently responsible for 2% of global CO2 emissions. To align with international climate goals, the International Maritime Organisation (IMO) has mandated a 70% reduction in greenhouse gas emissions from the industry by 2040. Ammonia, a carbon-free compound with a relatively high energy density, can either be a source of energy itself or an energy carrier for hydrogen. Its history of production and use for other industrial applications provide a strong foundation for use as a maritime fuel. However, several challenges must be addressed, such as safety issues, immature end-use technology, and limited production of carbon-free ammonia, all being addressed in MaritimeNH3.
Ammonia is highly toxic, and the possibility of leaks, with subsequent formation of toxic clouds, presents a significant safety concern. Cold storage (atmospheric pressure, -33°C) is generally considered safer than warm storage (pressurised, ambient temperature). However, both storage forms require careful hazard prevention, which in turn requires a thorough understanding of ammonia behaviour, and the influence of different climate conditions, like humidity. For this purpose, an advanced computational fluid dynamics (CFD) model was developed to predict the behaviour in a typical Norwegian climate. The model provides valuable information related to safety regulations and for emergency response planning, particularly with regard to fog formation.
Establishing a value chain for ammonia as maritime fuel faces regulatory, technical, economical, and logistical challenges related to production, transport and bunkering. To address this, two models were developed, as a support for establishing new value chains by providing an overview of associated costs and emissions, in relation to ammonia demand, production, and transport. A techno-economic feasibility assessment on a Norwegian value chain for ammonia as maritime fuel showed that ammonia production initially should be centralised in areas with lower costs, such as Northern Norway, before expanding to meet growing demand in the southern regions. More efficient electrolysis processes, and more flexible ammonia production plants, will be key to cost reductions. In terms of transporting ammonia from production plants to ports, ships are more cost-effective than road transport.
There are basically two technologies for using ammonia as fuel, combustion engines or fuel cells, but several technical challenges remain to be solved for both technologies. Ammonias is far less flammable than hydrogen, but this also means poorer combustion properties that can lead to difficulties with ignition, inefficient fuel use, and undesirable emissions of nitrogen oxides. Partially decomposing the ammonia to produce a fuel blend consisting of ammonia, nitrogen and hydrogen, could solve these technical challenges. Through advanced numerical simulations, an in-depth combustion analysis of such fuel blends was conducted. This together with some modification of engine configuration could enable more efficient use of ammonia while minimising harmful emissions.
The most promising fuel cell types for maritime use are the proton exchange membrane (PEM) fuel cell and the solid oxide fuel cell (SOFC). Contrary to a PEM, the SOFC can be fuelled directly with NH3, however, there is concern of increased fuel cell degradation, due to nitridation and corrosion, which can reduce the power efficiency over time, as well as the lifetime. A dedicated test-facility was developed, enabling performance evaluations, a better understanding of the degradation mechanisms, and evaluations of alternative materials to avoid degradation.
In conclusion, MaritimeNH3 has established that ammonia has significant potential in contributing to the decarbonisation of the maritime sector. However, the realisation depends on a coordinated effort to address the associated technical, economic, and safety challenges. The project’s findings highlight a need for investment in infrastructure, further R&D efforts, and regulatory frameworks. Policymakers, industry leaders, and researchers must work together in order to build a robust ammonia fuel value chain that will support a global transition to zero-emission shipping.
The target audience for MaritimeNH3 include ports, shipping companies, ammonia producers, distributers and technology developers, as well as policy makers, authorities, and the general public. Targeted dissemination activities have increased their awareness and insight in opportunities and challenges with ammonia as maritime fuel. Special focus, and interest from the target audience, has been on safety considerations, cost-efficiency of the ammonia value chain, and technology options for use of ammonia onboard ships. With industry partners and research topics representing several parts of the ammonia value chain, the project has been an effective arena for building knowledge and confidence among several stakeholders along the value chain. This is considered crucial for solving the “chicken-end-egg” dilemma associated with implementing new maritime fuels. The value chain optimisation model, which is made openly available, will facilitate knowledge-based decision-making when establishing a Norwegian ammonia value chain for maritime transport.
During the project period, the interest in ammonia among shipowners has increased significantly, both in Norway and globally. From practically zero in 2021, there are currently over 150 vessels on order, which will either be equipped with dual-fuel engines that can operate both on ammonia and conventional fuels, or be prepared for installation of ammonia technology. The knowledge built in MaritimeNH3 will enhance the competitiveness of the industry partners, but also contribute to secure Norway’s front runner position in the maritime industry. In a longer-term perspective, this will accelerate the sustainable transition in the shipping sector, required to meet both national and international targets on reduced GHG emissions.
Ammonia is increasingly seen as an important part of the hydrogen value chain. The MaritimeNH3 collaboration activities, for example with research centres like FME HYDROGENi, have contributed to fruitful knowledge sharing between various industry segments and research fields.
MaritimeNH3 adds to both fundamental and applied research. Advanced modelling of ammonia dispersion adds to the research field of thermodynamics and fluid dynamics, but also to applied research, for example through the collaboration invitation from experts in risk assessments at the UK Health and Safety Executive. The numerical combustion simulations, presented at fundamental combustion science conferences, have also gained interest from research departments at leading engine manufacturers and shipyards. Experimental results from fuel cell degradation tests, being the first of its kind, will impact the direction of future research and development. The open-source model developed adds to other regionals studies on ammonia value chain, from a Norwegian perspective, and allows other researchers to use and further develop the model.
Across the maritime industry, there is general agreement that shipping must undergo a rapid energy transition. IMO has committed to reduce GHG emissions at least 50% by 2050, while Norway aims at a climate-neutral fleet by 2050. Ammonia (NH3) is projected to be one of the leading alternatives to traditional oil-based fuels. For Norway, this introduces the possibility to use emission-free electricity, or carbon capture and storage, to produce NH3 for the shipping sector, and by that both cut emissions and create jobs and export revenues.
For NH3-fuelled shipping to materialize, several issues must be solved. Manufacturers must overcome key technical hurdles and safety issues in the design of NH3 engines and fuel cells. Port operators and fuel suppliers must build safe and flexible bunkering infrastructure, and energy companies and governments must make heavy investments to produce enough carbon-free NH3. There is also a strong need for increased awareness and social acceptance of NH3 as a safe fuel.
The Green Platform main project "Ammonia fuel bunkering network" aims to realize an NH3 bunkering network. KSP "MaritmeNH3" supports the main project by developing and disseminating new knowledge to facilitate the realisation of cost-efficient and safe use of NH3 as a maritime fuel: New models for simulation of ammonia dispersion, accounting for the hygroscopicity, will be developed such that safety measures for NH3 bunkering installations can be improved. Improved methods for techno-economic analysis and GHG assessments of the whole NH3 value chain will provide a framework for stakeholder decision making. The project will through experiment and modelling improve fuel cell lifetimes and engine combustion respectively, providing technological advancements necessary for end-use in engines and fuel cells. Effective dissemination of project result, dedicated for various stakeholder, will pave the way for faster implementation of NH3 as a maritime fuel.
