B U R E A U V E R I TA S

ON THE ROAD
TO AMMONIA
F R O M P R O D U C T I O N T O F I N A L
U S E O N B O A R D

2022
 SPEAKERS

ULRIK DAN FRORUP BLANDINE VICARD CYRIL DUFAU- KJELD AABO

SANSOT
Chief Commercial Head of Ship Systems & Director of New
Director, Bureau Environment Rules CEO, Hy2GEn Technologies, MAN
Veritas Marine & Section, Bureau Veritas Energy Solutions
Offshore Marine & Offshore

MODERATOR SPEAKER SPEAKER SPEAKER

B U R E A U V E R I TA S K E Y F I G U R E S
 FUTURE MARINE FUELS

Liquefied Natural Gas (LNG) Biofuels / Biomethane Hydrogen

Established Long-term Global fuel Safe to handle High fuel Long-term Increased High fuel
infrastructure solution availability cost solution CAPEX cost

Safe to Increased
handle CAPEX Synthetic methane / SNG Ammonia

Liquefied Petroleum Gas (LPG) Safe to handle High fuel Long-term Increased High fuel
cost solution CAPEX cost

Global fuel Safe to handle

availability

Methanol / Ethanol

Shipowners have alternative fuel options to help them meet IMO’s

Increased High fuel
CAPEX cost ambitious targets, each with its new advantages and challenges.
Overview of safety concerns
and the regulatory landscape
OVERVIEW OF SAFETY
CONCERNS AND THE
REGULATORY LANDSCAPE
AMMONIA CHARACTERISTICS
Fuel type Mass Volumetric Storage Storage Relative tank Minimum Lower/upper
energy energy pressure temp. volume ignition flammability
density density [bar] [°C] (without energy [mJ] limit [vol.%]
LHV LHV insulation)
[MJ/kg] [GJ/m3]
Marine Gas Oil 42.8 36.6 1 20 1 - 0.6/6.5
(reference)
Liquid methane 50.0 23.4 1 -162 1.6 0.3 4.4/17
LNG
Ethanol 26.7 21.1 1 20 1.7 0.28 3.3/19

Methanol 19.9 15.8 1 20 1.7 0.14 6/50

Liquid Ammonia 18.6 12.7 1 -34 2.9 680 14/32.5

10 20
Liquid Hydrogen 120 8.5 1 -253 4.3 0.017 4/77

Compressed 120 7.5 700 20 4.9 0.017 4/77

Hydrogen
AMMONIA AS MARINE FUEL
Safety Technical
• Highly toxic at low concentrations • Mature storage technology
• Vapour may stagnate in marine environment • Large storage volume needed
• Corrosive • Ammonia engines under development, need for a pilot fuel
foreseen

4 NH3 + 3 O2 → 2 N2 + 6
H2O + Heat – No CO2
Environmental Equipment
• Zero carbon fuel (Tank to wake) • Materials in contact with ammonia to be corrosion-resistant
• Sustainable production needed for zero well-to-wake (tanks, piping)
emissions • Equipment required for treating ammonia vapours
• Toxic to aquatic life (scrubbers, oxidizers etc.)
• Possible combustion by-products = NOx (toxic and
pollutant), N2O (powerful greenhouse gas) and unburnt
ammonia
I M O R E G U L AT O R Y C O N T E X T
IGC Code Ch.16 for gas carriers using their cargo as fuel or other
low flash point fuel
Note: toxic cargoes not allowed as fuel

Fuel with • MSC.391(95) issued in June 2015, mandatory starting from

flashpoint 01/01/2017
< 60°C: • Further developments are carried out by IMO CCC
• Not in line subcommittee, reporting to IMO MSC Committee
with SOLAS
II-2/4.2.1.1
IGF Code applied to ammonia as fuel
• SOLAS II-
1/56 and 57 Functional
Part A
refers to IGF requirements, goals
and principles (Ship
- Detailed risk analysis
- Alternative design approach if no detailed
Code design, construction
requirements available in IGF Code
and operation)

Detailed requirements IMO work item under discussion

related to Ship design, • CCC CG is gathering safety information
construction and • Decision by MSC105 (04/2022) to develop
operation guidelines

Functional
requirements and goals Part D
related to training
 B V R U L E S F O R T H E C L A S S I F I C AT I O N
OF AMMONIA-FUELLED SHIPS
Classification Rules Classification Notations

BV NR529
General principles
General part – Requirement for a risk assessment

BV NR671 Ammoniafuel
Detailed
requirements related Complementary notations:
• Issued in 07/2021 singlefuel : engines or gas turbines using only the fuel
to Ship design and
• Covers the use of ammonia as fuel based on BV considered
construction dualfuel : engines or gas turbines using both the fuel
experience
considered and fuel oil.
-aux, when the ship uses the fuel considered only for the
generating set
Gas-fuelled gas -prop, when the ship uses the fuel considered only for the
BV NR467 Pt D, Ch 9, Sec 16
carriers propulsion system

AMMONIAFUEL-PREPARED
S – Ship structure
Ammonia-prepared BV NR467 Pt F, Ch 11, Sec 35 T – Versatile LNG or LPG tank
H – Versatile LNG or LPG fuel handling equipment
ships (NR671 Sec 2 after July 2022) P – Versatile LNG or LPG fuel piping
B – Versatile LNG or LPG boil-off management system
A – Access and ventilation in line with NR671
 NR671 – SCOPE AND PHILOSOPHY

Scope: ammonia-fueled ships Principles

‫ ׀‬Compliance with IMO IGF Code and with BV Rule ‫ ׀‬The release of ammonia is to be limited to the
Note NR 529 required lowest practicable level.
‫ ׀‬Specific requirements in connection with ammonia ‫ ׀‬Direct venting of ammonia to the atmosphere in
properties, mainly its toxicity. normal operational condition is not permitted.
‫ ׀‬Venting of ammonia for control of the storage tank
pressure is not acceptable.
‫ ׀‬Venting of ammonia to the atmosphere is permitted
in failure conditions provided that it does not result
in dangerous ammonia concentrations.
 NR671 – AMMONIA AS FUEL
Storage tank
Various technologies
Risk assessment available

‫ ׀‬IGF Code: risk analysis is to be performed

Vapour
Zero leakage philosophy (toxicity) management
Fuel preparation:
‫ ׀‬Double wall including on open deck, ammonia vapour HP liquid pumps may be
treatment system, manage liquid leakages (dedicated drainage needed

tank), low concentration detection

Materials compatibility (corrosion) Power SCR
Storage requirements depending on technology (type A or conversion: May be
Engine needed
type C tank) Fuel cell for ICE

Other general requirements

‫ ׀‬Prevent flammable or explosive atmosphere (Design /
Ventilation or inerting) Leakage management
Dedicated drainage tank
‫ ׀‬Limit ignition sources (certification/shut-off) Ammonia vapour treatment system
 IMO LIFE-CYCLE ASSESSMENT
Well to Wake (WtW)

Well to Tank (WtT) Tank to Wake (TtW)

PRODUCTION TRANSPORT USE

CFP
Under discussion
EEDI
CFT
CII
CFU

Energy source Production & distribution Fuel Lifecycle Label Energy carrier
FuelEU MARITIME PROPOSAL: WELL-TO-WAKE GHG
INTENSITY OF ON-BOARD ENERGY
Methodology Legislative proposal under process
‫ ׀‬Introduction of a GHG energy intensity index quantifying the greenhouse gases
intensity of the energy mix used on-board
gCO2e/MJ
Well-to-Wake emissions
‫ ׀‬In this proposal, greenhouse gas emissions means the release of carbon dioxide
(CO2), methane (CH4) and nitrous oxides (N2O) into the atmosphere. It includes
emissions from fuel consumer and fugitive emissions.

Application
‫ ׀‬Ships of 5000 GT and above, irrespective of their flag
‫ ׀‬Sets a maximum limit on the GHG intensity of energy used on-board, lowered every
5 years
‫ ׀‬Exceeding the limit will be financially sanctioned (2025 and after)
 SHADES OF AMMONIA: A DEEP
DIVE ON PRODUCTION PATHWAYS
 WEBINAR AMMONIA
06 / 2022

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 “ WAT E R I S T H E C O A L O F T H E F U T U R E .
T H E E N E R GY O F T O M O R R O W I S WAT E R . . . “
– Jules Verne –

© 2 0 2 2 – HY2©G E2N0 2A2G – HY 2 G E N A G O n t h e r o a d t oC OA Mm PmAoNnYi aPc Ro–nE fBS iEudNreeTnaAtuTi aIVlOeNr i2t /a 2s 0 W2 2e b i n a r 0 6 / 2 0 2 2 17 17
 C O M PA N Y S T R U C T U R E

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 TRAFIGURA

World leader in raw material and commodity trading

• 5 Bn$/yr investment in renewable power assets

• >170 Bn$ turnover

• 5 000 employees

• 66 offices in 38 countries including South Africa

• Subsidiary Impala leader in rail freight operation

© HY2GEN AG

© 2022 – HY2GEN AG O n t h e r o a d t o A m m o n i a c–o nBf iudreenat ui a lV e r i t a s W e b i n a r 0 6 / 2 0 2 2 19

 TECHNIP ENERGIES

TE Headquarters in Paris 60+

Euronext Paris listing ticker Registered in
Years of operations
ADRs for US investors
The Netherlands

€6B1 A leading Engineering & €17.5B1

Revenue Technology company for Backlog
the Energy Transition

~15,000 25+ 450 projects

Employees in 34 countries Leading proprietary under execution
technologies

1Company revenue for 2020 (adjusted IFRS) and backlog position as of June 30, 2021.

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 THE USE CASES

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 HOW TO PRODUCE AMMONIA?

High pressure Haber-Bosch process

Electrochemical ammonia synthesis

Absorbant-enhanced Haber-Bosch process

(multiple or single pass)

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 FEEDSTOCKS FOR AMMONIA
PRODUCTION
From conventional ammonia process… Hydrogen sources

+ Efficiency / Production costs

+ Continuous Improvment of the process
- CO2 emissions

… to green ammonia process

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 GREEN AMMONIA MARKETS

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 S O M E H Y 2 G E N A M M O N I A P R OJ E C T S
Iverson Marengo HyWay Castilla Courant
Norway Mexico South Africa Spain Quebec
Project

Location Sauda, Rogaland Mexico South Africa Spain Quebec

Electro. Size 250 MW 400 MW 1000 MW 400 MW 300 MW

Green ammonia
Main Products Green ammonia Green ammonia Green ammonia Green ammonia
Green hydrogen

capacity 200 000 t.p.a. 200 000 t.p.a. 250 000 t.p.a. 170 000 t.p.a. 180 000 t.p.a.

Green ammonia supply as carbon-

Green ammonia supply as carbon-
neutral fuel for maritime shipping
Description
as well as potential industrial use
and oxygen offtake in aquaculture
Green ammonia supply as carbon-
neutral fuel for maritime shipping
as well as potential industrial use
Green ammonia supply as carbon-
neutral fuel for maritime shipping
as well as potential industrial use
neutral feedstock for fertilizers /
Green ammonia supply as carbon-
explosives and for maritime
neutral fuel for maritime shipping
shipping.
as well as potential industrial use
Green hydrogen for industrial heat
and transportation

Power Supply Offgrid Wind/solar Offgrid Wind/solar Offgrid Wind/solar

CapEx € 500 mm € 700 mm € 1 540 mm € 700 mm € 550 mm

COD 2027 2027 2026 2027 2026

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 TRAFIGURA BUNKERING Port Sauda

GREEN AMMONIA 500 t/day

2027

Port Quebec/Montreal
500 t/day Port Poti
2026 250 t/day
2030

Port Bangkok
600 t/day
2028

Port Campeche
500 t/day
2027

Port Santos
500 t/day
2028 Port Durban
1000 t/day
2026

Port Pieri
Project Port 500 t/day
2027

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 G L O B A L P R OJ E C T P I P E L I N E

Cumulative MW by 2032
RoW Europe
14%
35%
7,725 MW / Green ammonia 11,460
2,140 MW / Green hydrogen Asia 21%
1,030 MW / E-Kerosene MW
565 MW / E-Methanol

Total: 11,460 MW
Americas 30%
Green hydrogen Green ammonia

e-kerosene e-methanol
11,460
5% 565 E-methanol
Tier-I Tier-II
9% 1 030 E-kerosene
19% 2 140 Green hydrogen

Discussions with IPPs for partnership (JV) on Wind/Solar and efuels production
- Australia
- South Africa
- Central/South America
67% 7 725 Green ammonia
- Middle East
- Spain/Portugal/Morocco

2032
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THE LATEST IN AMMONIA
COMBUSTION ENGINES
DEVELOPMENT
MAN B&W
Ammonia
engine
Bureau Veritas Ammonia Webinar 01-06-2022
MAN Energy Solutions: We are committed to
decarbonization

Shipping is ~ 50 % of
~ 80-90% of responsible for global freight is
global freight is ~ 3 % of the transported by
transported by global CO2 a MAN ES
sea. emissions. engine.

Our engines are responsible for ~ 1.5 % of the global CO2 emissions,
so we have a significant impact on the global maritime sustainability
agenda.

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Engine Programme Development

Mission: Meet any combination of propeller power and speed the naval architects will need

Public On the road to Ammonia – Bureau Veritas Webinar - 06/2022

MAN B&W two-stroke engines for alternative fuels
First order of MAN 15 x MAN B&W Hapaq Lloyd
B&W ME-LGIP Retrofit 9S90ME-C ME-GI
Engine delivery Engine delivery 1st sea trial on 1st sea trial on 6G60ME-LGIP orders for BW LPG. retrofit.
for TOTE Maritime. for TEEKAY LNG. ME-GI retrofit for Nakilat. methanol. ethane. engines by Exmar. Dry dock 2020. Dry dock 2020.

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Ammonia
ME-GI test at Demonstration Demonstration Development Ethane LGIP cylinder installed ME-GA test at engine project
RCC. test at HHI. test at MES. of ME-LGI. development. on research engine. RCC. started.

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Powering sustainable shipping by opening clear pathways
MAN Energy Solutions supports all

LNG Ethane Methanol LPG Ammonia

ME-GI ME-GA ME-GIE ME-LGIM ME-LGIP → 2024

403 116 29 55 123

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Conventional and DF Two-Stroke Vessel Contracting
In 2021, DF contracting gained pace in a large volume market and the trend is continuing

30 100%
Two-Stroke Contracting - HFO & DF
Year by Year 90%
25
80%

70%
20

Share of DF GW
GW Contracted

58%
60%
54%
15 50%

40%
31% 30%
10
30%
18% 21%
15% 19% 20%
5 13%
11%
6% 7% 10%
9%
2% 2% 2%
3% 4%
0 1% 1% 0% 1% 0%
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021* 2022*
DF HFO DF Share DF Share Excl. Gas Carriers
* Preliminary Year to Date (end Mar 2022) Source: IHS Markit & FMS MAN ES

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Both Fuel type and DF Vessel type is now Diversifying
Though LNG propulsion dominates in LNG carriers, new technologies and vessel segments are gaining traction

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DF Contracting Forecast – Two-Stroke
2021 surpassed the expectation to 23% DF - increasing to 70% by 2030

But vast majority of fuel burned in 2032 will still be fossil fuel-based single fuel
propulsion if nothing drastic is happening

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Methanol as a marine fuel

The main advantages of methanol

Proven MAN B&W Carbon-neutral Easy storage Simple FGSS

engine design Green methanol can be No cryogenic equipment Only 13 bar required
More than 110.000 running 100% carbon-neutral needed
hours on ME-LGIM

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Comparison of properties for selected fuels

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Ammonia engine Development
Materials

Fuel Supply System

‒ 316L steel is recommended.
‒ To be welded with backing gas / pickling.

LGI injection system

‒ Current materials expected to perform satisfactorily.

Elastomers
‒ Suitable material found for both O-rings and
accumulators.

Stress corrosion cracking is solved by the

industry already, by requiring small amount of water
in the ammonia and requirements to the steel grades,
welding procedures etc.

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Ammonia engine Development
The LGI combustion principle

Ammonia combustibility
‒ Ammonia is not a hydrocarbon.
‒ It doesn’t burn like hydrocarbons.
‒ It reacts much slower than hydrocarbons.
Pilot fuel

The MAN B&W ammonia engine design philosophy NH3

“Ammonia mode”:
 Small pilot flame.
 Ammonia ignited by the pilot flame.
“Liquid fuel mode”:
 Identical performance as conventional fueled Diesel
engine.

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Ammonia engine development
The LGI injection system

Hydraulic oil

Sealing oil

Fuel Booster Injection Valve

Hydraulic accumulator
Ammonia supply

Hydraulic control valves

NH3 Double-walled pipe inlet

NH3 Double-walled pipe

outlet

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Ammonia engine development
How do we handle potential Nitrous Oxide emissions?: Emission abatement by engine tuning

Addition of reducing agent (Urea, ammonia)

Nitrous oxide (N2O) removed by engine
tuning.
‒ Unburned NH3 and NOx is removed in the Exhaust gas (NOx, NH3)

SCR reactor.
‒ Dosing of additional ammonia to SCR
reaction if needed. SCR
‒ Known SCR technology is suitable.
MAN SCR reactor can be applied.
‒ Engine designed for both fuel oil and NH3 as
N2

fuel. (N2, H2O)

MAN SCR

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Ammonia engine development
Back-up solution: Emission abatement in case of N2O emission from combustion

Addition of reducing agent

Nitrous oxide (N2O) removed by reactor.
‒ NH3 as reducing agent is preferred in N2O Exhaust gas (NOx, NH3, N2O)
reactor. Hydrocarbon is also a possibility.
‒ By-pass of N2O catalyst when running in
diesel mode.
By-pass
‒ Road map for finding an appropriate N2O N2O reactor
catalyst:
‒ Screening of N2O abatement
technologies.
‒ Development projects together with SCR
universities.
‒ Test of catalyst on pilot scale.
‒ Implementation on full scale Exhaust
N2

AfterTreatment System. (N2, H2O)

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Ammonia engine development
Ammonia catch system

Requirements
‒ Catch blow off ammonia safely.
‒ Avoid ammonia odor and toxicity.
‒ To work even in the event of system failure. NH3 handling
NH3 + N2 N2
system
Status
‒ Small scale test at our research centre
completed with good results.
‒ Full scale solution being designed.
‒ Patent pending.
Handled
NH3

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Ammonia engine development
Auxiliary systems

Vent air
outlet
Ammonia
recovery and
catching Dry air
inlet

NH3 LP pump

Heat Nitrogen
HP pump Filter
exchanger

Preliminary FGSS specification available on request.

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Ammonia engine development
Main focus areas in the development

EMISSIONS

COMBUSTION ELASTOMER
COMPATIBILITY

SAFETY

VENTING CORROSION OF
MATERIALS

CYLINDER
CONDITION

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Two-stroke ammonia engine development schedule

2019 2020 2021 2022 2023 2024

Pre-study Project kick-off Engine concept Engine combustion Full scale engine 1st engine delivery
R&D and emission test to yard
 NH3 combustibility  4T50ME-X test engine • Engine basic concept • 1st engine • Full scale engine • Ammonia engine in
investigation. received as platform defined based on confirmation at test at RCC engine
for the Ammonia R&D and simulations. Research Centre evaluated for 1st programme.
engine development. Copenhagen (RCC). commercial design.
• Ammonia fuel supply • 1st ammonia fueled
 HAZID workshop on & Auxiliary systems • Specification of engine delivered to
engine concept. specified and emission after- yard.
established in RCC. treatment done.
 Combustion chamber
1st evaluation.

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How to prepare vessels for future-fuels?
Focus areas for large merchant marine vessels

Main engine Tank systems Design Machinery space

Upgrade-ability Fuel flexibility Hull structural Bunker stations, fuel supply
future-fuel possibilities endurance reinforcement for tank systems, FVT, Hazardous areas
systems classification and vent mast
arrangement preparations

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Ammonia engine development
Emissions and pilot fuel concept

The ammonia engine is a viable solution for decarbonizing of shipping, however it must be ensured
that no other emissions compromises the environmental benefits of ammonia as fuel
‒ N2O will be handled through engine tuning

‒ MAN ES is also looking into N2O handling by after-treatment, in the unlikely event that engine tuning is not
sufficient to handle all N2O.

‒ NOx will be in compliance with existing TII and TIII limits.

‒ NH3 emission (slip) from the combustion will be handled via an SCR.

‒ SOx and particulate matters reduced significantly.

We are targeting a pilot oil energy fraction of approximately 5%

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Disclaimer

All data provided in this document is non-binding.

This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.

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Thank you
very much!
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