MAN ES stresses need for common NH3 standards

Bjarne Foldager, Head of 2-stroke at MAN Energy Solutions told The Motorship noted that there was a strong need for IACS to establish a common playing field between the different classification societies involved in ammonia-fuelled vessel projects.

“The negative consequences of a failure to do so would be that the different classes set different standards, creating a risk that the classes might compete allowing projects to meet the lowest common denominator.”

Foldager warned that the risks of a lowest common denominator effect extended beyond potential safety risks, and potentially threatened ammonia’s future acceptance and success as a fuel for decarbonisation.

New entrants and gaps

The Motorship notes that the rapid expansion of commercial interest in ammonia as a potential marine fuel has seen a proliferation of research projects launched into ammonia fuel supply systems and other ammonia-related infrastructure. This has led to institutions with shorter track records in the development of solutions for alternative fuels in the maritime sector conducting research into ammonia-fuelled engines and supporting infrastructure.

Experts working for well-known suppliers in the marine safety field have noted that there are no common standards on the requirements for the number or functionality of on-board gas release and fire detectors or the particular type of fire suppression equipment that should be specified for vessels powered by ammonia-fuelled engines, for example. Similarly, definitions relating to personal protection equipment for crew members have yet to be agreed.

The safety levels in terms of maximum acceptable thresholds for ammonia concentrations in terms of parts per million (PPM) have not been defined or agreed, although the IACS submission to CCC 9 specifies that the ammonia concentration threshold be 25/300 ppm. The alarm should be activated at 25 ppm, and the safety systems should be activated at 300 ppm.

Moving away from safety alarm and fire suppression, common standards relating to the use of venting, as well as ammonia storage, ammonia bunkering infrastructure and associated infrastructure have not yet been agreed.

IACS Response

When contacted by The Motorship, IACS noted that it could not comment on private correspondence between the association and its stakeholders.

An IACS spokesperson noted that in relation to IACS’ work on ammonia-fuelled engines, IACS continues to support of the industry through its Safe Decarbonisation Panel which selected ammonia as one of its priority items and deals with the technical items related to safety issues for the development, application and use of alternative energy sources and technologies on board ships.

“Identification of possible safety issues and the development of related requirements for loading, storage, handling and use of novel fuel onboard, including handling of leakages, are part of the Panel’s scope of work, which also includes the identification of gaps in the current regulations and requirements related to human element issues,” the spokesperson added in a written response.

IACS is also participating in the IMO Correspondence Group dealing with Amendments to the IGF Code and development of guidelines for low-flashpoint fuels, which with respect to NH3, is currently gathering information for future development of safety requirements for the use of Ammonia as fuel.

The 9th session of the IMO Sub-Committee on Carriage of Cargoes and Containers (CCC 9) is due to be held from 20 to 29 September 2023. During the first few days of CCC9, a meeting will be held to discuss the issue of ammonia as a fuel.