American Bureau of Shipping (ABS) - Experts & Thought Leaders

Latest American Bureau of Shipping (ABS) news & announcements

ABS approves HD KSOE's nuclear vessel design

A pioneering nuclear propelled containership designed by HD Korea Shipbuilding & Offshore Engineering (HD KSOE) has received approval in principle from ABS. The groundbreaking design for a 15k TEU vessel uses a propulsion system comprised of a molten salt reactor (MSR) for heat and a supercritical carbon dioxide (SCO2) system for power generation. Net zero by 2050 ABS completed design reviews based on class requirements. ABS published the industry’s first comprehensive requirements for floating nuclear power in October last year. “Advanced modern reactors are both a global decarbonisation solution and a commercial shipping disruptor. They are a key transformational technology that forms a critical part of the calculus to get to net zero by 2050 and they change the commercial model, the economics of shipping, the operation of the vessels and their design, as KSOE have demonstrated," said ABS Chairman and CEO Christopher J. Wiernicki.  Collaboration with KSOE ABS published the industry’s first comprehensive needs for floating nuclear power in October last year Wiernicki added: "The new nuclear story is now being written and this collaboration with KSOE is an important step forward,”  Senior Vice President Sangmin Park of HD KSOE said: “Fourth-generation SMRs, currently in the demonstration phase, offer a groundbreaking improvement in safety compared to conventional reactors. When applied to large container ships, they could potentially have less risk than some of the other alternative fuel systems.” Offshore and maritime applications Following the AIP, HD KSOE will continue to work with ABS to further develop the vessel. ABS is pioneering the industry in exploring advanced nuclear reactor technologies for offshore and maritime applications and is working with the U.S. Department of Energy to research barriers to the adoption of advanced nuclear propulsion on commercial vessels.

ABS: New nuclear tech transforms commercial shipping

“New nuclear technology is a global decarbonisation solution and a commercial shipping disruptor. There is no net zero by 2050 without nuclear.” That was the view from ABS Chairman and CEO Christopher J. Wiernicki, speaking at the Core Power New Nuclear for Maritime Houston Summit. Operation of vessels “New nuclear is a transformational technology. It disrupts the commercial model, the economics of shipping, as well as the operation of vessels and of course their design,” said Wiernicki. “Not only does it offer zero carbon operations but higher power with faster transit speeds, increased cargo storage due to the elimination of fuel storage and it unlocks the potential for reverse cold ironing where the vessel powers the port. Finally, critically, it eliminates the need to bunker fuel potentially over the entire lifespan of the asset.” Zero carbon operations Contrary to conventional wisdom about the high cost of nuclear technology Contrary to conventional wisdom about the high cost of nuclear technology, Wiernicki believes new nuclear can be highly competitive. “The economics are compelling over the life of a vessel,” he said. “When you account for fuel differentials, the cost of compliance and residual value, it costs roughly the same as fossil options, only with zero carbon operations. And it gets much more attractive when compared to the high cost of green fuels.” However, he highlighted that significant challenges remain beyond technological development. Advanced safety performance “While the potential is undoubtedly significant, we will need a new public/private partnership and a new commercial model. It will require insurance to move from its legacy model, and we will need to close the regulatory gaps, develop global licencing standards and invest in crew training,” he said. “The ultimate boundary condition for this technology will be safety, and we need to ensure we engage and educate the public about the advanced safety performance of these new reactors.” ABS published the industry’s first comprehensive rules for floating nuclear power in October last year.

Aikido's floating wind tech approved by ABS

ABS has stated the maturity of Aikido’s innovative floating wind platform design, the latest stage in new technology qualification. As part of the process, ABS witnessed a successful upending demonstration of the Aikido One unit, a 1:4-scale floating wind platform. The design can accelerate deployment and reduce costs for the rapidly growing offshore wind industry. Collapsed transportation configuration The test exhibited the platform’s ability to quickly deploy from its collapsed transportation configuration into an upright, floating configuration. ABS granted approval in principle for the technology in 2022 and has worked closely with Aikido throughout the development of the platform. “The offshore wind industry needs innovative technologies to meet production targets. ABS is proud to have supported the development of Aikido’s novel floating wind platform from the beginning,” said Rob Langford, ABS Vice President of Global Offshore Renewables. Compact design The compact design of the Aikido platform allows the platform to be assembled more quickly The compact design of the Aikido platform allows the platform to be assembled more quickly in smaller port areas and transported using existing barges, increasing the supply of ports and vessels that can support the offshore wind industry. This could enable faster and cheaper development of floating offshore wind projects. “Having a third-party validation of our design and test procedures from ABS has been crucial to derisking our technology for our customers, insurers, and other partners. We hope to continue to work with ABS on future full-scale projects,” said Sam Kanner, CEO of Aikido Technologies. Sustainable practices As the provider of classification services for the maritime and offshore industries, ABS is uniquely positioned to support the safe application of innovative technologies as the global industry moves toward more sustainable practices. To date, ABS is responsible for directly assisting with various offshore wind projects totaling over 80 megawatts.

Insights & Opinions from thought leaders at American Bureau of Shipping (ABS)

What are the latest maritime technology trends in decarbonisation?

More than almost any trend, decarbonisation is driving the future of maritime. That reality alone makes decarbonisation the perfect topic for our first-ever Expert Panel Roundtable column. Traditional maritime fuels, like heavy fuel oil, release harmful pollutants that contribute to air pollution and have adverse health effects. We have to do better, and discussions in the maritime industry centre on which combination of alternative fuels and other technologies can solve the shorter- and longer-term challenges of decarbonisation. For an update on the various approaches, we asked our Expert Panel Roundtable: What are the latest maritime technology trends in decarbonisation?

Supporting safe bunkering for ammonia as a marine fuel

Demand for ammonia is being transformed by the energy transition. Until recently used as an input for fertiliser and chemical products, new markets for green and blue ammonia are emerging, replacing fossil energy in power generation, steel production and marine fuel. Today some 200m tonnes per annum of ammonia is produced worldwide with 20m tpa transported in LPG carriers. The scale of the emerging and potential demand will see these figures rise; how quickly this can be achieved will determine its take-up as a shipping fuel. New or evolving technology The interest in ammonia stems both from its ‘zero emissions’ when used as fuel and because its production isn’t dependent on biogenic carbon sources. As the global economy transitions away from fossil-based fuels, biogenic carbon – from captured CO2, electrolysis and even waste sources – will be subject to increasing competition from other consumers. Shipyards around the world are considering the advantages that operating on ammonia may provide Accordingly, owners, operators, designers, and shipyards around the world are considering the advantages that operating on ammonia may provide. However, when considering any new or evolving technology, it is important to have a clear understanding of not only the benefits, but the challenges that may be involved. Challenges of ammonia bunkering Biogenic carbon will increasingly replace fossil-based carbon in many of the products in use today in industry and consumer goods. Competition from the energy and aviation sectors will inevitably lead to increased prices but production capacity will need to come from industrial sources rather than biomass harvested for this purpose. ABS has produced a Technical and Operational Advisory on Ammonia Bunkering in response to the need for better understanding by members of the maritime industry. It is intended to provide guidance on the technical and operational challenges of ammonia bunkering, both from the bunker vessel’s perspective (or land-side source) and from the receiving vessel’s perspective. Managing emissions Particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions The carbon emissions from the combustion of ammonia are associated with and dependent on the type and amount of pilot fuel used. The use of biofuel as pilot fuel may further reduce the emissions. In addition, the emissions of sulphur dioxide, heavy metals, hydrocarbons, and polycyclic aromatic hydrocarbons (PAHs) drop to zero (or near zero, depending on the pilot fuel used); and particulate matters (PM) are also substantially reduced compared to conventional fossil fuels. However, particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions, due to the imperfect combustion of ammonia and the use of pilot fuels. These emissions will need to be kept as low as possible by further adjustment and development of the engine technology or using an on-board exhaust gas treatment technology. Currently, hydrogen for ammonia production is typically produced by means of steam methane reforming (SMR) or autothermal reforming (ATR) of natural gas (grey ammonia). If the CO2 emissions from the process of converting natural gas are captured and stored, the ammonia is typically referred to as ‘blue’. Production of blue ammonia Moreover, the production of blue ammonia retains a dependency on fossil fuels. Therefore, ‘green ammonia’, which is produced from hydrogen made from renewable energy sources (green hydrogen), is generally considered to be the end-solution for decarbonisation which leads to a sustainable fuel cycle, while blue ammonia is seen to have an intermediate role. The potential well-to-wake GHG emissions of green ammonia are estimated to be around 91% lower than for grey ammonia, and 85% lower than HFO and MGO. The grey ammonia production network is already well established and global, ensuring easier accessibility across major ports worldwide. Infrastructure and regulation Specific requirements for ammonia bunkering are under discussion by all marine stakeholders This will help green ammonia become readily available for bunkering and distribution once sufficient production and infrastructure are in place. On the other hand, when compared with liquid hydrogen or LNG which can be stored at temperatures of −253°C and −162°C, respectively, liquid ammonia can be stored and transported at −33°C near atmospheric pressure, which allows for easier adaptation of existing fuel infrastructure on ships and at ports. While specific requirements for ammonia bunkering are under discussion by all marine stakeholders, the requirements for shipping ammonia as cargo, including loading and unloading operations, have been established in the marine industry and are covered by the IMO International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and incorporated in the ABS Rules for Building and Classing Marine Vessels Part 5C Chapter 8 “Vessels Intended to Carry Liquefied Gases in Bulk”.  For the use of ammonia as bunker fuel, all segments of the marine industry (including IMO, Class Societies, Port Authorities, and industry agencies) are working to develop requirements and procedures specific to ammonia bunkering operations. Refer to the section “Regulatory Organisation” of this Advisory for the current activities of each marine industry segment.  Bunkering Options Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels There are three main methods of bunkering ammonia to ships. Truck-to-ship is the process of transferring ammonia from trucks or truck trailers to a receiving vessel using ammonia as fuel. Typically, the tanks on the truck are pressurised and store ammonia at ambient temperature. To increase bunker capacity and transfer rates, a manifold may be used to connect several trucks simultaneously to supply the receiving vessel. Truck-to-ship transfer operations may provide greater operational flexibility, but at the same time could induce operational restrictions and limitations by the local Authority. Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels, such as container ships, tankers, and bulk carriers, which require large fuel capacities and greater quantities of fuel to be bunkered. Terminal-to-ship bunkering transfers ammonia from an ammonia storage terminal pipeline connected to receiving vessels via a hose assembly or loading arm. Ammonia Safety Ammonia is toxic and reacts violently and explosively with oxidising gases such as chlorine, bromine, acids, and other halogens. When ammonia is inhaled, swallowed or absorbed via skin contact, it reacts with water in the body, producing ammonium hydroxide. Due to these toxicity issues, ammonia is classified as a hazardous substance, with the level and time of exposure being controlled by several national standards.  The level of competency needed for each task depends on the role and duties of the individual A combination of both training and operational experience is key to developing the required competencies for ammonia bunkering operations. The level of competency needed for each task depends on the role and responsibilities of the individual. Therefore, the training may vary from person to person. Seafarers on board ships using ammonia fuel should have completed training to attain the abilities that are appropriate to the capacity to be filled, and duties and responsibilities to be taken up. The master, officers, ratings and other personnel on ships using ammonia fuel should be trained and qualified in accordance with regulation V/3 of the STCW Convention and section A-V/3 of the STCW Code, taking into account the specific hazards of ammonia used as fuel. Ship-specific training  Ship-specific training is to be reviewed and approved by governing regulatory authorities. The IGF Code provides detailed training requirements for ships that use gases or other low-flashpoint fuels. Ships under the jurisdiction of flag administrations signatory to SOLAS should ensure that seafarers should have the specified certificates of proficiency and the administration shall approve courses and issue endorsements indicating completion of the qualification. All crew must be provided with and be made aware of the emergency procedures and must be trained in any roles and responsibilities they may have. Training, drills and exercises to prepare crews for emergencies are to be provided. Lessons learned from past operations should be incorporated to improve emergency procedures. Procedures should cover all scenarios specific to the ship, type of incident, equipment, and associated areas.

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