Yara Clean Ammonia - Experts & Thought Leaders

As the maritime industry scans the horizon for scalable zero-emission fuels, low-emission ammonia is looming ever larger as a potential solution for deep-sea operators. Here, Hans Olav Raen, CEO of Yara Clean Ammonia, explains the universal appeal of the power source, while outlining why his company has the experience, knowledge, and global vision to help fuel the future of sustainable shipping. Zero-emission fuel “No one is better positioned than Yara to capture value in the clean ammonia market,” states Hans Olav Raen, the man pioneering the charge for one of the longest-established producers of this zero-to-near-zero emission fuel. “We’re the world’s second-largest ammonia producer and operate the largest export and trading network. This gives us a unique platform to support maritime in the transition to a more sustainable future.” Net zero by 2050 Ammonia edges ahead of close cousin hydrogen (for some), with easier handling and higher energy density Ammonia, as many readers will be aware, is often regarded as the closest thing to a ‘silver bullet’ shipping has in its voyage towards net zero by 2050. With no carbon dioxide released at combustion point, ammonia edges ahead of close cousin hydrogen (for some) with easier handling and higher energy density. It also liquefies at −33°C (versus hydrogen’s −253°C), making storage and transportation simpler and cheaper using existing technology and infrastructure. New territory for shipping “If you're serious about decarbonisation, you want a fuel that doesn’t emit CO₂ in the first place. That’s the fundamental advantage of ammonia,” Raen underscores. “Handling requires obvious precautions (ammonia is a hazardous chemical that deserves respect, but should not be feared… and is very, very smelly), but we’ve been producing and transporting ammonia safely since the early 1900s. So this not new territory for us—it’s what we do.” It is, however, new territory for shipping. Accelerating adoption Despite the appeal of ammonia, there are still a relatively small number of orders for ammonia vessels Despite the appeal of ammonia, there are still a relatively small number of orders for ammonia vessels. That said, the pace has picked up over the past 12 months. According to the Ammonia Energy Association, as of 2024, there were 25 dual-fuel ships on the orderbook, but this had increased to 45 ammonia-fuelled vessels, despite the fact that engines are still being developed and prepared for commercial sales. “Adoption of any breakthrough solution starts slowly,” he comments, “but with ammonia engines essentially sharing technology with traditional combustion engines, and the strong sustainability/regulatory rewards, we expect to see rapid acceleration once the business case becomes clearer.” And it’s here where Yara has decided to take some eye-catchingly proactive action. “We’re putting our money where our mouth is,” says Raen with a smile.  Walking the talk Yara Clean Ammonia has joined forces with shipowner Delphis, the container division of CMB.TECH, and logistics partner North Sea Container Line to place an order last year with China’s Qingdao Yangfan Shipbuilding for the world’s first ammonia-powered container ship. Set to be delivered in 2026, the Yara Eyde will operate between the Oslofjord area and the European continent, transporting both Yara’s fertiliser products (accounting for between 40 and 60% of the 1,400 TEU capacity) and third-party cargoes for businesses also looking to cut scope three emissions. The pioneering vessel will feature dual-fuel engines and offer reduced emissions for all parties in the value chain. Fuel suppliers and cargo owners “This project is proof that the value chain can come together to make clean shipping happen,” says Raen. “From shipyards to fuel suppliers and cargo owners, everyone involved is taking a share of the risk because we all believe in the opportunity. Collectively, we are ‘walking the talk’ with Yara Eyde.” He adds that, when in operation, the “real world business case” becomes much easier to demonstrate, which, he believes, can be another “persuasive catalyst” for wider adoption. Scalable solution The engine technology and awareness of ammonia as a zero-emission power source are maturing Although the engine technology and awareness of ammonia as a zero-emission power source are maturing, devil’s advocates would argue that the required infrastructure and availability remain stuck in their infancy. Is this a concern for a maritime industry facing a future already seemingly defined by uncertainty? Raen thinks not. “Our message is simple,” he states. “When the ships are ready, the fuel will be too.” Yara is already producing low-emission ammonia today and is scaling up production to meet growing maritime demand, with ambitious plans for global ‘hubs’ ready to roll. Bunkering hubs in strategic locations “We’re looking to establish bunkering hubs in strategic locations for the industry – for example, in Europe, Asia, and North America - where demand is expected to emerge first. We see no insurmountable barriers here in terms of scalability.” With 15 ammonia carriers already in operation and 4 million tons transported annually, Raen stresses that Yara has the infrastructure and expertise to act as a reliable partner. “We’re ready to help shipowners transition - today and in the future.” This also applies in terms of safety. A call for clarity Although Raen is confident in this regard, he’s less effusive when it comes to regulatory and market clarity “We never compromise on safety,” Raen affirms. “Our ships, terminals, and people are already trained and equipped to handle ammonia, while we’ve also developed safety procedures with DNV, UN Global Compact and work closely with other partners to professionalise the entire value chain - from port to propulsion.” This includes training seafarers and providing technical guidance to new entrants: “We support our partners every step of the way to ensure ammonia is used and handled safely onboard ships.” Although Raen is confident in this regard, he’s less effusive when it comes to regulatory and market clarity. A little more of this, he stresses, would help supercharge the transition. Rules and rewards for using net-zero fuels “We always say going green can’t be achieved with red numbers. The economics must work for everyone involved,” he explains. “We need regulators to establish clear rules and rewards for using net-zero fuels. If you do it right, you should benefit. An equal playing field for zero and net-zero fuels is crucial to get the transition moving. That’s the only way to drive change at scale.” Raen welcomes the emerging momentum from both IMO and the EU, with FuelEU Maritime offering tangible signs of progress: “There’s a real opportunity here for first movers. If you're building ammonia-fuelled ships now, you can secure a competitive advantage - not just in compliance, but in customer value too.” Next stop Nor-Shipping Yara Clean Ammonia is partaking in the event week as a Partner for the always-expected Blue Talks programme Raen, as demonstrated by this interview, is eager for engagement industry-wide. He says a diverse array of stakeholders can benefit from ammonia’s advances and believes we need to take not just discussions but actions “to the next level.” It’s a message he and his team will be keen to communicate at this year’s Nor-Shipping, taking place in Oslo and Lillestrøm 2-6 June. Yara Clean Ammonia is participating in the event week as a Partner for the always anticipated Blue Talks programme. Advantages of clean ammonia “Nor-Shipping offers an ideal platform for engaging with decision-makers across the global maritime value chain,” Raen concludes. “We want to collaborate - with shipbuilders, operators, port authorities, regulators, technology developers, and other key stakeholders." “The advantages of clean ammonia for an industry in transition are huge. It may not be a silver bullet for everyone, but it’s an absolutely critical part of the global solution. And Yara Clean Ammonia is here to help lead the way.”

DNV has released a competence standard (ST) for methanol and a recommended practice (RP) for ammonia, to enable crew and shipowners to tackle the safety risks and challenges posed by the introduction of new alternative fuels and technologies through shipping’s decarbonisation. While new fuels and technologies are key to achieving maritime decarbonisation, their adoption necessitates robust safety and competence frameworks. DNV’s Insights platform The number of vessels typed with alternative-fuelled power is growing, with 27 ammonia vessels According to DNV’s Alternative Fuels Insights platform, the number of vessels ordered with alternative-fuelled capability is growing, with 27 ammonia and 322 methanol-fuelled vessels currently on the orderbooks.  To ensure safe operations as these vessels enter service, it is essential that the shipboard crew has the right knowledge and skills and adhere to updated processes and procedures. New fuels and technologies Knut Ørbeck-Nilssen, CEO DNV Maritime said: “Embracing new fuels and technologies is essential to achieving our decarbonisation goals, but these advancements introduce new risks, adding complexity to an already challenging operating environment." "To obtain a safe, timely, and impactful maritime transformation, we need to ensure safe operations by supporting both our seafarers and onshore personnel. Competence development is crucial for managing the transition safely and avoiding a safety gap that could put crew, assets, the environment, and our decarbonisation efforts at risk.” Shipboard crew on vessels The DNV-ST-0687 “Competence related to the use of methanol as fuel” published in October The DNV-ST-0687 “Competence related to the use of methanol as fuel” published in October, and the DNV-RP-0699 “Competence related to the use of ammonia as fuel,” published in December, apply to shipboard crew on vessels using methanol or ammonia as fuel. They clearly outline the expected competencies for using these fuels onboard, enabling the assessment and verification of an individual's knowledge and skills to ensure they can operate and maintain systems and equipment safely. Needs for the shipboard crew Kirsten Birgitte Strømsnes, Business Development Pioneer in DNV Maritime Advisory said: “Introducing methanol or ammonia as fuel onboard vessels will impact personnel ashore, the shipboard crew and the shipowner’s organisation. It is critical that the crew can recognise risks and operate systems safely and the organisation needs to accommodate for this through, i.e., safety management system and other organisational means." “DNV’s Methanol ST and Ammonia RP can provide the shipowner with an overview of competence needs for the shipboard crew, and assist in defining training needs, crew planning and input to manuals." Verification of learning programs Strømsnes added: "The purpose of these documents is to be used by shipowners for onboard familiarisation and competence management, by maritime academies and training institutions to develop curricula and courses and by third parties, as a reference document, for certification or verification of learning programs and competence assessments in examinations.” DNV collaborated with OSM Thome and Northern Marine when developing the ST and Amon Maritime, Azane Fuel solutions, Yara Clean Ammonia, Wärtsilä, Kongsberg Maritime and Bernhard Schulte Shipmanagement/Ula Ship Management when developing the ammonia RP.

The Maritime and Port Authority of Singapore (MPA), the Port of Rotterdam Authority (PoR) and 20 partners in the Green & Digital Shipping Corridor are working to reduce 20% to 30% of emissions from international shipping by 2030. This was agreed at the third Green Corridor workshop, held this week in Rotterdam. Green & Digital Shipping Corridor The Green & Digital Shipping Corridor was established in August 2022 to bring together partners across the supply chain to realise zero and near-zero emissions shipping on the Rotterdam-Singapore route, with the ultimate aim to reach net-zero emissions in 2050. Over the past year, the corridor attracted strong support from global value-chain partners Over the past year, the corridor attracted strong support from global value-chain partners, including shipping lines, port authorities and operators, fuel suppliers, fuel coalitions and associations, banks, leading institutes of higher learning and knowledge partners. Reducing greenhouse gas emissions The project partners are working towards reducing greenhouse gas emissions from this international shipping corridor by 20%, striving for 30%, by 2030, compared to 2022. The corridor will continue to deepen efforts towards achieving the strengthened ambition of the International Maritime Organization (IMO) under the 2023 IMO Strategy on Reduction of GHG Emissions from Ships. This is to be achieved through the development and uptake of zero and near-zero emission fuels in large containers vessels (of at least 8,000 TEU) deployed on the 15,000 km route, supported by a combination of operational and digital efficiencies. Multiple alternative fuels explored A modelling study led by the Mærsk Mc-Kinney Møller Center for Zero-Carbon Shipping, one of the corridor partners for the project, and supported by the ports, explored multiple alternative fuels across a variety of zero and near-zero emission pathways, including synthetic and bio-variants of methanol, ammonia and LNG. Beyond the study, hydrogen is one other alternative fuel pathway to be looked at. Efforts are underway to aggregate demand and supply to reduce cost gap towards adoption of sustainable fuels. Identify action steps for the various fuel pathways Working groups have been established to look into the deployment of all of these fuels on the trade lane Working groups have been established to look into the deployment of all of these fuels on the trade lane, spanning across demand and supply of fuel, standards, safety procedures, financing and regulations. The corridor partners gathered in Rotterdam, Netherlands this week, in order to identify action steps for the various fuel pathways. Enabling the use of new fuels Low carbon fuels will likely be more expensive than existing fuels. Therefore, a separate working group has been formed with the support of the Global Maritime Forum, the Centre for Maritime Studies of the National University of Singapore, University of Oxford, and Citi, to address gaps in regulation and financing. The study includes modelling price-gap differences to incentivise the uptake of alternative fuels. In addition, Singapore and Rotterdam have jointly assessed the readiness of both ports and steps ahead, such as adopting similar bunkering standards and safety frameworks to accelerate the adoption of zero and near-zero emission fuels on this major trade route. This was put into action in Q3 2023 with the conduct of ship-to-ship green methanol bunkering on the world’s first methanol-fuelled container ship at both - the Port of Singapore and Rotterdam. The partners believe that the corridor’s approach, supported by the strong industry coalition will provide greater certainty in demand and help scale-up production of zero and near-zero emission fuels. This will help to close the cost gap and encourage even wider adoption of such fuels. Digital trade lanes Rotterdam and Singapore are the first ports adopting and sharing port and vessel information Rotterdam and Singapore are the first ports adopting and sharing port and vessel information, such as arrival and departure timings in accordance with global standards, namely the IMO & International Hydrographic Organization (IHO) standards to enable systems interoperability. Both ports are also promoting the use of electronic bills of lading and digital solutions such as just-in-time planning and coordination to enhance efficiencies and reduce GHG emissions. Partners in the Green & Digital Shipping Corridor The Maritime and Port Authority of Singapore, the Port of Rotterdam, A.P. Moller Maersk A/S, bp, the Centre for Maritime Studies of the National University of Singapore, Citi, Clifford Capital, CMA CGM, Digital Container Shipping Association, the Global Centre for Maritime Decarbonisation, the Global Maritime Forum, the Mærsk Mc-Kinney Møller Center for Zero-Carbon Shipping, Methanol Institute, MSC, Nanyang Technological University Maritime Energy and Sustainable Development Centre of Excellence, Ocean Network Express, PSA International, RMI, SEA-LNG, Shell, University of Oxford, Yara Clean Ammonia.