Page 12 - Annual Review 2021 full
P. 12
Indian National Shipowners’ Association
transportation of NH3 (generated from fossil Hydrogen (H2)
fuel) are already well established for other i. Emissions - Decarbonisation success will
applications, compare well with other carbon- depend on electrolysis from renewable
neutral fuels and could be scaled up to meet electricity (green Hydrogen) and CCS (blue
projected demands. Hydrogen)
iii. Economics: The delivered cost of green NH3 ii. Cost – Dominated by production costs which
is currently much higher than fossil-based are dependent on cost of underlying primary
alternatives which is a barrier for uptake, but the energy source
costs depend strongly on renewable electricity
price (regionally dependent) and electrolyser iii. Distribution (storage and transportation) –
CAPEX, which will decrease. A regulatory Compressed gaseous H2 is less complex,
framework that drives industrial use away from cheaper and less energy intensive than
fossil fuel hydrogen as a feedstock will improve liquefaction of H2 to cryogenic temperatures.
the attractiveness of green ammonia. Liquefied H2 also suffers boil off losses but has
a higher volumetric energy density.
iv. Ammonia as a fuel:
iv. Bunkering - Infrastructure for ships and its
• Ammonia is currently widely handled regulation does not currently exist and the
as cargo substance with recognised bunkering method will be highly dependent on
regulations and guidelines the method of fuel storage
• As yet limited deployment as marine fuel, v. Propulsion:
but retrofitted Internal Combustion Engine
conversion well understood on land • Combustion engines offer proven
robustness, reliability and durability as well
• Fuel cell technology and cracking of NH3 to as lower costs.
produce H2 needs developing
• Fuel cells have higher efficiencies, can be
• Onshore infrastructure and equipment for zero emission, do not emit NOx and create
storage and transportation of ammonia is less noise and vibrations.
well understood but would need scaling up
• A leading engine maker has stated an
• Safety is a barrier and hazards need to be engine fuelled by pure hydrogen should be
mitigated appropriately operational by 2025.
• Leading engine makers are endeavouring
to make Ammonia fuelled engine available
by 2023.
12
