BRITANNIA LOSS PREVENTION
ISSUE 11 // JULY 2024
ALTERNATIVE FUELS - AMMONIA
THE MARITIME INDUSTRY ENCOUNTERS UNPRECEDENTED
CHALLENGES AS IT STRIVES FOR DECARBONISATION AND THE
ATTAINMENT OF NET-ZERO EMISSIONS.
Decarbonising shipping is not only an environmental imperative but also an
emerging area of innovation, reflecting the industry’s shift towards alternative fuels.
OUR PARTNER FOR THIS ISSUE
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Civil Engineers, offers specialised expertise in areas such as fires, marine salvage, offshore energy,
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2 AMMONIA // BRITANNIA INSIGHT
LIQUEFIED NATURAL GAS (LNG) IS 4. QUALITY
CURRENTLY TAKING THE LEAD AS With the current lack of international
standardisation, a clear and detailed bunker
A TRANSITIONAL FUEL; HOWEVER, specification needs to be developed by the
SEVERAL POTENTIAL ZERO-EMISSION shipowner to ensure suitable fuel is delivered.
FUELS SUCH AS METHANOL AND Britannia’s loss prevention department has collaborated
HYDROGEN ARE ALSO ON THE RISE. with Waves Group to provide practical advice on the widely
discussed alternative fuels: Biofuels, Liquefied Natural
IT IS UNCERTAIN WHICH FUEL WILL Gas, Methanol, Ammonia, and Hydrogen. The examination
BE THE PREFERRED CHOICE OF THE for each of these alternative fuel types will focus on good
practices in storage, handling, bunkering, safety and
FUTURE, AND IT IS LIKELY THAT A emergency response.
VARIETY OF ALTERNATIVE FUELS
In this guidance, we will focus on Anhydrous Ammonia
WILL BE REQUIRED TO MEET FUTURE (referred to as Ammonia in the rest of the document).
DEMAND. Anhydrous means that the water content is negligible or
nil. This fuel source can offer the significant advantage of
As part of their decision making, shipowners need to producing no carbon dioxide during combustion (other than
perform due diligence which includes a thorough risk any produced by pilot fuel), positioning it as a key player in
identification and assessment when choosing an alternative the transition to greener maritime operations. Additionally,
fuel. As part of this assessment, several stakeholders will its abundant supply and existing industrial infrastructure
need to be consulted, for example the engine maker, fuel make it a feasible option for large-scale adoption. However,
supplier, classification society, hull & machinery insurers the use of ammonia is not without challenges. Its high
and the ship’s flag state. toxicity poses serious health and safety risks, and the
production process is energy-intensive, potentially
offsetting some environmental benefits if not managed
CONSIDERATIONS THAT SHOULD BE TAKEN sustainably. Furthermore, ammonia’s corrosive nature and
storage requirements may cause challenges to ship design
INTO ACCOUNT INCLUDE:
and infrastructure.
1. SUITABILITY AND IMPACT ON THE ON BOARD Regarding legal framework, ammonia as a fuel can use the
ENGINES guidance of the International Code of Safety for Ships using
Gas or other Low-flashpoint Fuels (IGF) code, specifically
The engine maker should be consulted to
addressing bunkering, storage, and on board handling.
determine whether the on board engines are
Efforts are also underway to amend the International
suitable for consuming the selected alternative fuel Code of the Construction and Equipment of Ships Carrying
or whether the engine will require any retrofitting. Liquefied Gases in Bulk (IGC Code) to allow ammonia cargo
to be consumed as fuel.
2. FUEL MANAGEMENT
Handling alternative fuel on board is likely to
present different operational hazards compared
to other fuels. Therefore, it is essential to train the
crew properly in handling these new fuels.
3. HEALTH, SAFETY AND ENVIRONMENT (HSE)
While the alternative fuels may have their obvious
environmental benefits, they may come with some
increased safety risks. Therefore, any alternative
fuel should be accompanied by a thorough
assessment of its HSE risks, and this should form
the basis of the on board safety measures for
handling the fuel.
3 AMMONIA // BRITANNIA INSIGHT
STORAGE Given the highly toxic nature of ammonia the correct PPE
should be worn by operators involved with the connection/
disconnection of the bunkering hose. Further points to
THE FUEL TANKS ON BOARD AN AMMONIA consider are:
FUELLED SHIP WILL TYPICALLY BE EITHER 1. Plan each bunkering operation individually,
TYPE A (NON-PRESSURISED) OR TYPE C collaborating closely with the bunker supplier. This
planning includes:
(PRESSURISED) TANKS.
a. Conducting a combined risk assessment
b. Performing a compatibility assessment
If a type A tank system is used, a reliquefication system c. Developing a joint plan of operations
must be fitted to the ship to contain the boil off gas (BOG) d. Creating a separate plan and risk assessment for
and return it as liquid back to the storage tank. Ammonia any simultaneous operations (SIMOPs)
boils at -33 °C when at atmospheric pressure. Alternatively, e. Confirming the methods of communication
the BOG could be managed using the ships engines,
2. Install an Emergency Shutdown System (ESD) on
auxiliary engines, and boilers. BOG will still need to be
the vessel, connecting it to the bunkering sources ESD
managed when the ship is not sailing, so the design must be
system during the bunkering operations
able to handle the boil off expected when only the auxiliary
engines and/or boilers are in use. 3. Test the ESD system after connecting the bunkering
hose and before ammonia transfer
Type C tanks have a pressure vessel design, and the design 4. Fit a filter/strainer at the bunkering source to prevent
pressure can be as high as 18 bar, which corresponds to an the ingress of foreign objects
ammonia vapour pressure at 45 °C.
5. Purge bunker hoses and lines with nitrogen before
Both tank types will require material that can withstand starting bunkering, ensuring it is below the Lower
the low, -33 °C, temperatures for ammonia. Arrangements Explosion Limit (LEL) of ammonia
will need to be made available to purge and vent the 6. Pressure test the manifold connection with nitrogen
storage tanks. The storage tanks will need to be inert before commencing ammonia transfer to confirm there
before admitting liquid ammonia into them. Location of the are no leaks
fuel tanks will need to be selected carefully and if the fuel
tanks are type C, then they could be placed on the open 7. Agree on maximum transfer rates with the supplier
deck. Independent fuel tanks, of type C design could also 8. Continuously monitor the fuel tank levels and
be placed in Tank Connection Spaces (TCS) and from there pressures, considering the tank pressure relief valve
connected to the ships piping systems via approved flexible capacity
hoses.
9. Drain and purge bunker hoses and lines upon
Due to the energy density being less than half of more completing bunkering and before disconnection
convention fuels, it is clear that fuel storage tanks will 10. Constantly monitor the vessel’s moorings throughout
require to be larger to provide the same amount of fuel the transfer operation to avoid a breakout situation
endurance
11. Use a dry break-away coupling/self-sealing quick
release to stop ammonia transfer and safely
BUNKERING disconnect bunker hoses in case the vessel and source
start moving apart (break out)
AN AMMONIA FUELLED SHIP IS AN IGF 12. Maintain positive pressure in
accommodation areas to
SHIP, AND THE BUNKERING PROCESS FOR prevent toxic ammonia
AMMONIA WILL THEREFORE BE SUBJECT ingress.
TO STRICT CONTROLS. THE MANAGEMENT
OF BOG GENERATED WHILST BUNKERING
MAY REQUIRE THE USE OF A SECOND HOSE
CONNECTION (VAPOUR RETURN LINE) TO
RETURN THE BOG BACK TO THE BUNKER
SUPPLIER. CONTINUED ON NEXT PAGE
4 AMMONIA // BRITANNIA INSIGHT
The bunker station should also be fitted with the following: SAFETY
a. A proper mechanical shielding of all potential
leakage points on the bunker manifold including The main safety issue with ammonia is the toxicity of
temporary mechanical shielding of the bunkering the fuel. Ammonia is a toxic substance, and the human
connection exposure limits are well defined by legislation. The
Occupational Safety and Health Association set a limit
b. Leakage detection with automatic closing of the
between 25 and 50 ppm, which would be a readily
bunker valve
detectable odour with dangerous consequences to
c. A water spray system above the bunker manifold to concentrations of above 300 ppm. Ammonia is hygroscopic
reduce toxic vapours in the bunkering station which means it will seek water from the nearest source
d. Suitable ventilation and gas detection systems, if the including the human body. This places the eyes, lungs, and
bunker station is enclosed skin at the greatest risk because of their natural moisture
e. A spill tray fitted beneath the bunker connection content. Caustic burns will result when the ammonia
to collect any leakages and to prevent the water/ dissolves into the body tissue. An additional concern is the
ammonia from washing overboard. low boiling point of the liquid which would cause burns on
contact with the skin.
HANDLING Emergency showers and eye wash stations will be required
for personnel in case of exposure.
To prevent toxic vapours entering areas on the ship where
personnel might be exposed, the ammonia fuel line should From a safety point of view the drainage of ammonia spills
be double skinned. Areas such as the tank connection space overboard and discharge of ammonia vapour underwater
and the fuel preparation room have the correct ventilation is preferable to keeping ammonia on board. However, as
and gas detection systems so double skinned piping may ammonia is classed as toxic to aquatic life the release
not be required. The annular space in the double skinned of ammonia into the sea will have an impact on the
pipe should be mechanically ventilated to a safe area in environment. It is therefore estimated that a spill tray and
the open air, normally the ship’s vent mast. The piping in separate storage tank will be required to contain ammonia
the engine room will be required to be double skinned. mixed water.
Selection of the material for the fuel pipe and secondary
skin must be chosen to ensure resistance to corrosion Ammonia has a flammability range of 15% to 28% volume
and low temperatures. To avoid unnecessary operational in air and burns with difficulty in open air and will generally
discharges of ammonia from the fuel system, the system need a supporting flame to maintain burning. Ammonia
should be designed with a minimum operating pressure in a confined space could constitute an explosion risk and
of 18 bar. This corresponds to the vapour pressure of it should be noted that oil contamination of ammonia can
ammonia at 45 °C. This is the temperature the International increase the flammable properties of ammonia vapours.
Association of Classification Societies specify as the highest Therefore, there is no need to define hazardous zones on an
temperature in the temperature range that all machinery in open deck. In enclosed spaces electrical equipment should
the fuel system shall be designed to operate. be certified for operation in zone one.
Every effort shall be made to minimise the time that
personnel spend in spaces containing ammonia equipment,
with access to these spaces strictly controlled.
The fuel system design must take into account the ability to
adequately purge, prove clear and isolate all parts to allow
invasive maintenance by personnel.
Combustion of ammonia in an internal combustion engine
may generate NOx including N2O which is a very powerful
greenhouse gas. Selective Catalytic Reduction technology
can handle the NOx issues however, engine manufacturers
will need to find a solution to N2O if ammonia is going to
become a viable zero emission fuel.
5 AMMONIA // BRITANNIA INSIGHT
EMERGENCY RESPONSE FURTHER INFORMATION
Ammonia gas is non-flammable, but it can explode if ignited FOR FURTHER CONSIDERATIONS ON
at certain concentrations when mixed with air. A large RISKS ASSOCIATED WITH ALTERNATIVE
intense energy source is necessary to ignite ammonia gas. FUELS PLEASE SEE OUR GUIDANCE ON
DECARBONISATION.
Ammonia fires can be extinguished by a variety of methods.
Due to the low temperature of liquid ammonia, spraying For further information, please do not hesitate to contact
water directly at a pool will result in rapid vaporisation, the loss prevention department.
that could make the situation more hazardous. For small
fires the recommendation is to use dry chemical or carbon
dioxide. For larger fires water spray, fog, or appropriate
foam is best suited.
DISCLAIMER
This Loss Prevention Insight report is published by THE BRITANNIA
THE EMERGENCY RESPONSE PLAN WILL NEED STEAM SHIP INSURANCE ASSOCIATION EUROPE (the Association).
TO ACCOUNT FOR THE FOLLOWING SCENARIOS: Whilst the information is believed to be correct at the date of publication,
the Association cannot, and does not, assume any responsibility for
the completeness or accuracy of that information. The content of this
FIRE publication does not constitute legal advice and Members should always
contact the Association for specific advice on a particular matter.
ENCLOSED SPILL
LARGE SPILL AND RISK OF EXPOSURE
TO PERSONNEL - measure to include
ventilation and isolation of ignition sources in
case of gas cloud formation
FIRST AID - in case of accidental exposure due
to toxicity of the fuel through, inhalation,
ingestion and skin absorption.
Additionally, having knowledge of specialised resources
that are well-equipped and experienced in handling such
leakages would be invaluable during emergency scenarios,
especially where time is of the essence.
