Ammonia - the obvious choice as a fuel for ships - Bergen Energy Lab, 23.03.2021
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Ammonia - the obvious choice
as a fuel for ships ..?
Bergen Energy Lab, 23.03.2021
Peter Koch
Energy and environmental technologies
Department of Mechanical and Marine Engineering (IMM)
Western Norway University of Applied Sciences (HVL)
1
Housekeeping – some words upfront
❖ The presentation is incomplete and flawed. Or in the words of Donald Rumsfeld:
❖ A subjective approach to a wide topic “Reports that say that something hasn't
happened are always interesting to me,
based on publicly available data
because as we know, there are known
❖ Conclusions based on the presented data / knowns; there are things we know we know.
information are made at your own risk. We also know there are known unknowns;
(NB: Read the prescribed literature and references)
that is to say we know there are some things
we do not know. But there are also unknown
❖ Sorry, no fuel cells. unknowns - the ones we don't know we don't
know. And if one looks throughout the
❖ I’m not getting paid for this.
history of our country and other free
❖ Hopefully land at our targeted arrival time countries, it is the latter category that tends
to be the difficult ones.”
❖ Questions, feedback and criticism can be send
to pek@hvl.no
C.C. Jensen / www.otlart.com/blog 2
Housekeeping – terms and conditions
❖ ‘’Future ocean giants will run on
ammonia’’ (Der Spiegel – online 09.03.2021)
‘’…Transition to new / alternative fuels is too slow –
even though they are already available”
❖ ‘’Monsters of filth’’ (Der Spiegel – print 10/2021)
‘’Global shipping is one of biggest climate killers …’’
❖ Published vs. public opinion
~25% CO2 emissions ➔ transport
~12% of 25% ~ 3% ➔ shipping
‘’the internet’’ ~4% (of global GHG)
❖ A small gas goes a long way
climate (GHG) vs. environment (pollutant)
Sources: Der Spiegel; Spiegel-Verlag; www.spiegel.de / IEA, Global energy-related CO2 emissions, 1990-2020, IEA, Paris https://www.iea.org/data-and-statistics/charts/global-energy-related-co2-emissions-
1990-2020 / Oke, T., Mills, G., Christen, A., & Voogt, J. (2017). Air Pollution, Urban Climates, 294-331 / https://www.bbc.com/future/article/20200305-why-your-internet-habits-are-not-as-clean-as-you-think
3
A light in the black or just a …
❖ Introduction and housekeeping
❖ Some words about shipping
❖ The fuel portfolio
❖ Logistics
❖ Storage and bunkring
❖ (IMO) regulations and safety
❖ Conversion / use
❖ Summary and conclusion
© EMI / Iron Maiden 4
… and now to something completely different.
"I don't understand the airport run
anymore. With the advent of Uber I
don't understand why you've got to
pick people up from the airport, but
Jimmy Carr you do"
"Because some people pay tax and
have to get trains"
Rob Beckett
“Some proper rich dude s#%& to say
Why doesn’t everyone just get a
private car?
Can you just not pay a man to jump
Jamali Maddix on his back and run there? “
© Channel 4; https://www.channel4.com/programmes/8-out-of-10-cats 5
Shipping, who? What? Whom’s?
Owner
Financing
Flag state
Ship builder
Engine OEM
Charterer
Cargo route
Shipping has to pay for its (CO2) emissions!
Fuel (energy) supply
https://www.shipmap.org/ 6
Shipping in numbers
95402 ships in total (2019)
Average age of ships when scrapped 21 years
Half of the world fleet is 93% of shipbuilding occurred in China, the
owned by Asian companies Republic of Korea and Japan in 2019
Top 6 share flag state
registration by dwt (2019) Top 5 ownership by value
62% of all Top 3 ownership 1) Panama (17%) in million dollars (2019)
goods un- by dwt (2019) 1) Greece (93.288)
2) Marshall Islands (12%)
loaded and
over 40% of all 1) Greece (17,8%) 3)Liberia (12%) 2) Japan (92.102)
goods loaded 2) Japan (11,5%) 4) Hong Kong, China (10%) 3) USA (88.260)
in Asian
seaports 3) China (10,5%) ^ 51% of the world total by dwt ^ 4) China (81.270)
5) Singapore (7%) 5) Norway (52.800)
6) Malta (6%)
Equasis, The 2019 World Fleet Report Statistics from Equasis, (2020)
7
UNCTAD, Review of Maritime Transport 2019, UNCTAD/RMT/2019/Corr.1, (2020)
Ships in numbers
The norm in the main engine sector is production under
license. As a result, the top 7 ‘actual’ engine constructors
(list 2002) are located in Asia.
Ocean going vessel
Average load (t) e.g. 35.000
Average range (km per year) e.g. 145.000
Useful life (years) e.g. 20 – 30 years
Equasis, The 2019 World Fleet Report Statistics from Equasis, (2020)
8
UNCTAD, Review of Maritime Transport 2019, UNCTAD/RMT/2019/Corr.1, (2020) / https://afi.dnvgl.com/
Shipping and ships
Ship system and flows (chemical tanker)
47.000 dwt
7,7 MW (main)
1,4 MW (aux)
3,2 MW (SG)
F. Baldi, Modelling, analysis and optimisation of ship energy systems, PhD thesis, (2016). / Concawe Review Volume 29 Number 2, A review of the options for
9
decarbonising maritime transport by 2050, February 2021 / Lloyd’s Register, UMAS, Zero-Emission Vessel 2030. How do we get there? (2018)
Lessons learned from the EU MRV (2019)
› Fuel mix comparison CO2 reduction potential
(incl. pilot fuel diesel for 2-stroke
› Numerb of ships and propulsion type HPDF engines):
› Cf for different fuelsMerchant shipping ➢ LNG (1,5%) ➔ 26,7%
› Ship types ➢ LPG (3%) ➔ 14,8%
› Number of ships ➢ Methanol (5%) ➔ 8,6%
› Comparison to battery and LNG – total numbers ➢ NH3 (8%) ➔ 92%
Costs comparison
CO2 reduction must not come at an
expense, but it usually does
EMSA THETIS-MRV, https://mrv.emsa.europa.eu/ 10The fuel portfolio
› DNV GL Maritime forecast to 2050 (2020)
30 scenarios ➔ HFO, VLSFO/MGO, bio-MGO, e-MGO, LNG,
bio-LNG, e-LNG, LPG, e-LPG, bio-methanol, e-methanol, blue
ammonia, e-ammonia, electricity
› OECD - Decarbonising Maritime Transport (2018)
H2/NH3, Biofuels, MFO/MGO, LNG
› ICS - Catalysing the fourth propulsion revolution (2020)
Oil, biofuels, NH3, Gas, Hydrogen
› UMAS - CO2 emissions from international shipping (2016)
10 scenarios ➔ HFO/LSHFO, MDO/MGO, LNG, Hydrogen, biofuels
› UK Clean maritime plan 2050 (2019)
HFO, MDO, LSHFO, LNG, H2, NH3, Methanol
See reference list for details 11Some numbers of the fuel mix
Parameter Unit NH3 H2 LNG LPG MeOH Diesel
MJ/kg 18,8 120 ~47 ~46 20 39 - 43
Lower heating
value
MJ/l 13,7 ≥2,8x 9,8 ≥3,5x ~36 ≥1,6x ~24,5 ≥1,35x 15,9 ≥2,3x 38,6 - 36
Latent heat of
MJ/kg 1,37 0,46 0,51 0,45 1,1 0,23
evaporation
oC
Flashpoint 132 -253 -188 -104 11-12 >55
Autoignition oC 405 /
650 500 580 464 >210
temperature 455
Min. ignition >>1
mJ 0,01 – 0,02 0,28 0,25 0,14 NA
energy (8 or 680)
Laminar flame
m/s 0,07 3,5 0,3 – 0,4 0,4 0,5 0,3 – 0,4
speed
Flammability
% 15 - 28 4 - 75 5 - 15 2,2 – 9,5 6,7 - 36 0,6 – 7,5
limit in air
DNV GL Alternative Fuels Insights (AFI) / https://www.engineeringtoolbox.com / MAN ES – Two-stroke ammonia engine
A. Valera-Medina et al., Ammonia for power, Progress in Energy and Combustion Science 69 (2018), s. 63–102 12The fuel pathways
❖ WTT = well-to-tank used to
evaluate expended energy and
associated CO2 / GHG
emissions related to the whole
supply chain for fuel production
❖ For e-fuels highly depending on
the electricity mix / location
❖ EROI (or ERoEI) Energy Return
on Energy Invested
❖ EROILogistics Status 2019 ➢ >500 LNG carriers ➢ ~170 NH3 transport vessels ➢ >>1000 chemical carriers (MeOH) https://afi.dnvgl.com/ 14
LNG – the transition fuel
› Currently regulatory framework and › Risk assessment (HAZID/ HAZOP)
maritime industry experience related › Minimizing the risk of ammonia leakage
mainly to LNG
› Guidance related to atmospheric
› NH3 lower explosion risk, different lower release of ammonia in case of an
and higher flammability limits, but much emergency required
more toxic compared to LNG
› Procedures for ammonia release /
› No cryogenic storage required for NH3 purging for start and stop operation
› Material compatibility (a.o. exhaust gas
composition and equipment operation)
› Design and redundancy of the fuel
system
› Protective equipment and sensors
DNV GL, Green Shipping Programme,, Ammonia as marine a fuel safety handbook; (2021) 15A GHG / IMO timeline imo.org 16
IMO regulations
❖ The International Code of the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC Code) does not apply
➔’’…, the use of cargoes identified as toxic products are not permitted.’’
❖ The International Code of Safety for Ships using Gases or other Low-flashpoint Fuels
(IGC code) does not include NH3 (yet)
➔ “…the alternative design shall be demonstrated as specified in SOLAS regulation II-
1/55 and approved by the Administration.”
➔ “…the overall safety level is as high as for conventional oil-powered machinery. “
❖ MARPOL Annex VI and NTC2008
➔ ‘’Fuel Oil Quality
3 Fuel oil for combustion purposes delivered to and used on board ships to which this
Annex applies shall meet the following requirements:
.2 fuel oil for combustion purposes derived by methods other than petroleum refining
shall not:
.2.2 cause an engine to exceed the applicable NOx emission limit set forth in
paragraphs 3, 4, 5.1.1 and 7.4 of regulation 13;
.2.3 contain inorganic acid; or .
2.4.1 jeopardize the safety of ships or adversely affect the performance of the
machinery, or
.2.4.2 be harmful to personnel, or …’’
MSC.5(48) / MSC.1/Circ.1394 / ARPOL Annex VI and NTC 2008 with Guidelines for Implementation 17Fuel specification(s) and standards
Fuel Diesel LNG LPG Methanol Ammonia
IMO Done Done In progress Interim guidelines /
ISO Done Done / Approved by WG /
D. Jacobsen (MAN ES), A marine fuel standard for ammonia – an engine designers perspective, 17.11.2020 18Ammonia combustion – a look back
‘’There are many good reasons
why ammonia is an excellent
motor fuel, and although the
scope of this article does not
permit the discussion of details,
a short description of the
various favourable features are
given:
• Less air required for
combustion
• Expansion though
combustion (Vprod.>Veducts)
• Anti-knock value of
ammonia’’
E Kroch, “Ammonia – a fuel for motor buses”. Journal of the Institute of Petroleum. Vol.31. 1945, pp 213-223. 19Ammonia combustion – learn from the past See reference list for details 20
Ammonia combustion – learn from the past
Key take-aways
It should be a spark-ignition engine utilizing a high energy ignition source, such as a magneto.
If engine size is such that the rated speed will exceed 3000 rpm, a dissociator to provide up to 1,5 percent hydrogen should be used.
A compression-ignition engine must first be converted to a spark-ignition engine in order to operate with ammonia as an automotive fuel.
AMMONIA was found to be the least suitable alternative fuel, mainly because of a strong emission of unburnt Ammonia (Odour). Ammonia also gave the
strongest increase in the ignition delay of the pilot injected diesel fuel and the smallest increase in maximum power output and efficiency. The latter effects
are thought to be due mainly to a very slow combustion of the Ammonia.
The physical properties of ammonia are similar to those of propane so that it can be stored as a liquid in an inexpensive, low-pressure tank and burned
directly in IC automobiles. … With years of experience on the part of the chemical industry, ammonia’s chemical and safety properties are well understood.
Liquid ammonia may be burned satisfactorily as a fuel in diesel engines at nominal compression ratios by using spark ignition to ignite the injected fuel. 2.
At a comparable fuel -air ratio the engine develops approximately 10% less power when operated on liquid ammonia fuel as on diesel fuel.
See reference list for details 21Ammonia combustion – and now?
› Ammonia not (likely) to be used in
a mono-fuel engine ➔low (LPDF,
Otto type) or high pressure dual
fuel (HPDF, diesel type) engines TDC
› SI engine will need hydrogen assist
› Heat of vaporization has to be BDC
taken into account for liquid
injection
› Combustion products ➔ H2O
› Fuel NOx has to be considered
➔ SCR required to reduce NOx
› Nitrous oxide (N2O) emissions can
become an issue
T. Suzuki, et al., Development of Diesel Combustion for Commercial Vehicles, SAE Technical Paper 972685, (1997). 22Sticking the landing
Christiana Figueres: And having committed to ditching diesel and
becoming carbon neutral by 2050, how does Søren see his
containerships being fueled in the future?
Søren Skou: We have identified a couple of pathways on fuel. One is
ammonia and another one is alcohols. And those two fuels are both fuels
that can be produced with a starting source of of of green energy. Both of
those fuel types have, you know, special issues. One is one is, you know,
alcohol. The flame point is very low. So there’s a safety issue there. The
other is ammonia is toxic. So, of course, there’s also a safety issue there.
But we believe we can solve those problems in two to three years. It will
still be a combustion engine as we know it today, which is good
because it means there’s a chance we can even retrofit existing ships with
new pistons and so on. And then three years from now, we expect to
buy the first order, if you will, the first series of maybe small container
ships that we can operate in in a defined geographical area. Then we
can go out and make supply contracts with people that can provide,
whether it’s ammonia or alcohol or methanol and ethanol. And we can
fuel the ships that way, get the experience, you know what how it
works operationally or help make sure the safety works. And then we
can be ready to start ordering, you know, large ships towards the end of
this decade. That that’s the pathway that we see. We have to get this
done by 2030 because we have a ship has a life expectancy of somewhere
between 20 and 25 years. So we need to start replacing ships by 2030 in
order to be ready at 2050.
CIMAC Congress 2010 ( Bergen) @ final panel discussion:
“ Fuels of the future – What will come next after HFO?”
2010-2030 The most obvious answer ➔ HFO
With NOx reduction (EGR, SCR, …) & SOx scrubber …
And an emerging patchwork of the other alternatives (LNG, biofuels, ) …
https://globaloptimism.com/podcast/85-the-future-of-shipping/ 23… and now to something completely different.
"I don't understand the airport run
anymore. With the advent of Uber I
don't understand why you've got to
pick people up from the airport, but
Jimmy Carr you do"
"Because some people pay tax and
have to get trains"
Rob Beckett
“Some proper rich dude s#%& to say
Why doesn’t everyone just get a
private car?
Can you just not pay a man to jump
Jamali Maddix on his back and run there? “
© Channel 4; https://www.channel4.com/programmes/8-out-of-10-cats 24… still something different.
"I don't understand the use of
engines anymore. With the advent
of hydrogen and fuel cells. I don't
understand why you've got to burn
Jimmy Carr fuels, but you do"
"Because some people pay freight
rates, fuel bills and have to get to
places”
Rob Beckett
“Some proper rich dude s#%& to say
Why doesn’t everyone just get a
hydrogen fuel cell?
Can you just not pay companies to
build new vessels and exchange
Jamali Maddix
their machinery? “
© Channel 4; https://www.channel4.com/programmes/8-out-of-10-cats 25Back to the start
Ammonia - the obvious choice as a fuel for ships ..?
No Yes, depending on ‘’individuals’’
(regulation, incentives, economics, logistics)
9 billion NOK Granted funding, over 50% already disbursed
https://www.nho.no/samarbeid/nox-fondet/ / * Status and of 2018
Monty Python / Warner Bros./ Orion Pictures Corporation (USA) / Handmade Films (UK) 26Housekeeping – reference list (1)
# Reference Slide
1 T. Oke et al., Air Pollution, Urban Climates, p, 294-331, (2017). 3
2 Equasis, The 2019 World Fleet Report Statistics from Equasis, (2020). 7, 8
3 UNCTAD, Review of Maritime Transport 2019, UNCTAD/RMT/2019/Corr.1, (2020). 7, 8
ECORYS, Study on Competitiveness of the European Shipbuilding Industry Within the Framework Contract of Sectoral
4 8
Competitiveness Studies – ENTR/06/054, (2009).
5 Lloyd’s Register, UMAS, Zero-Emission Vessel 2030. How do we get there? (2018). 9
6 Concawe, A review of the options for decarbonizing maritime transport by 2050, Concawe review Vol. 29 Nr. 2, (2021). 9
7 Lloyd’s Register, UMAS, Zero-Emission Vessel 2030. How do we get there?, (2018). 9
8 DNV GL, Energy transition outlook 2020 – maritime forecast to 2050, (2020). 11
9 ITF, Decarbonising Maritime Transport Pathways to zero-carbon shipping by 2035, OECD, (2018). 11
10 ICS, Catalysing the fourth propulsion revolution, (2020). 11
Frontier Economics, E3tech, UMAS, REDUCING THE MARITIME SECTOR’S CONTRIBUTION TO CLIMATE CHANGE
11 AND AIR POLLUTION, Economic Opportunities from Low and Zero Emission Shipping. A Report for the Department for 11
Transport, (2019).
27Housekeeping – reference list (2)
# Reference Slide
12 UK Department for Transport, Clean maritime plan (2019). 11
JSTRA and MLIT, Roadmap to Zero Emission from International Shipping - March 2020 Shipping Zero Emission Project,
13 15, 22
(2020).
14 W. Cornelius et al., Ammonia as an Engine Fuel, SAE Transactions, SAE 650052, (1966). 20, 21
15 J. T. Gray et al., Ammonia Fuel — Engine Compatibility and Combustion, SAE Transactions, SAE 660156, (1967). 20, 21
E. S. Starkman et al., Ammonia as a Spark Ignition Engine Fuel: Theory and Application, SAE Transactions, SAE
16 20, 21
660155, (1967).
E. S. Starkman et al., Ammonia as a Diesel Engine Fuel: Theory and Application, SAE Transactions, SAE 670946,
17 20, 21
(1968).
18 T. J. Pearsall et al., Combustion of Anhydrous Ammonia in Diesel Engines, SAE Transactions, SAE 670947, (1968). 20, 21
K. Bro et al., Alternative Diesel Engine Fuels: An Experimental Investigation of Methanol, Ethanol, Methane and
19 20, 21
Ammonia in a D.I. Diesel, Engine with Pilot Injection, SAE Transactions, SAE 770794, (1977)
20 C. G. Garabedian et al., The theory of operation of an ammonia burning internal combustion engine, (1966). 20, 21
21 T. J. Pearsall, Ammonia application to reciprocating engines, CAE report No. 1054 Volume I, (1967). 20, 21
22 J. J. MacKenzie et al., Ammonia fuel: the key to hydrogen-based transportation, IEEE 96556, (1996). 20, 21
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