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

In an industry first, ABS has published guidance to enable internal examination of tanks beyond the typical five-year requirements to once every 10 years, with options to have additional expanded survey intervals. The new guidance has the potential to maximise operational uptime for site-dependent assets such as floating storage and regasification units (FSRUs), floating production and storage and offloading vessels (FPSOs), floating storage and offloading vessels (FSOs) and floating offshore liquefied gas terminals (FLGTs). Tank examination schedule Tank checks are potentially hazardous, so reducing the check frequency without compromising Such units are often engaged in long-term employment on a single site and face challenges in maintaining the tank examination schedule during the traditional five-year period.  Tank inspections are also potentially hazardous, so reducing the inspection frequency without compromising the structural integrity of the asset can advance safety performance. Long-term contracts for FPSOs and FSRUs Announced at the 2025 Offshore Technology Conference (OTC), the ABS Guide for Modified Tank Entry Program provides a program for qualifying site-specific assets that allows for extending tank entry.  “Maximising operational efficiency and uptime without compromising safety is crucial in the dynamic offshore production sector, especially as long-term contracts for FPSOs and FSRUs become increasingly common,” said Miguel Hernandez, ABS Senior Vice President of Global Offshore. “The modified tank entry program (MTEP) represents a pivotal change for qualified assets, minimising operational downtime while ensuring safety standards are maintained.” Cargo containment aspects of the tank Assets with integral equipment in the cargo tanks are to be enrolled in an approved PMP The MTEP is to include the structural and cargo containment aspects of the tank along with all electrical, mechanical piping, valves, and machinery and components inside the tank normally subject to close-up surveys. Assets with integral equipment in the cargo tanks are to be enrolled in an approved preventative maintenance program (PMP) that allows for alternative means to credit surveys to qualify for the MTEP. Innovation for the offshore industry For more than 70 years, ABS has been at the forefront of advancing safety and innovation for the offshore industry. As a trusted pioneer in verification, certification and classification services, ABS continues to play a critical role in supporting innovation and efficient operations for offshore production units.

ABS and HD Hyundai Mipo (HMD) have signed a joint development project (JDP) for digital manufacturing-based automation equipment for shipyards. The JDP establishes a collaborative framework focused on leveraging smart technology within HD Hyundai Mipo’s shipyard operations that include artificial intelligence, communication technologies, automation and robotics. ABS will utilise its Guide for Smart Technologies for Shipyards to help HMD identify opportunities for process improvement, focusing on key features such as hyper-connectivity, advanced automation and data-driven intelligence. Technology revolutionising shipyard production “Cutting-edge technologies are revolutionising shipyard production, pushing boundaries and unlocking new possibilities. Smart features are enhancing health, safety, and quality processes, allowing efficiency and innovation in modern shipbuilding,” said Christopher J. Wiernicki, ABS Chairman and CEO. “From augmented and virtual reality to 3D engineering, AI-based simulation, digital twins, and robotics and automation, these advancements are shaping the future of smart ships and smart shipbuilding.” Digital manufacturing “With this joint development project, we aspire for the digital manufacturing initiative spearheaded by Mipo to receive objective evaluations from certification bodies and establish itself as a global standard,” said Hyung Kwan Kim, HMD President and Chief Executive Officer. “Furthermore, we hope it will act as a force multiplier for ship-owners and classification societies, resulting in making construction processes more efficient,” concluded the HMD President. Potential of the collaboration The collaboration could also lead to improved procedures in shipyard operations and survey processes The JDP outlines the potential for additional certifications from ABS, such as Product Design Assessment or Manufacturing Assessment, provided all necessary criteria are met. The collaboration could also lead to improved procedures in shipyard operations and survey processes, efficiencies beneficial to both ABS and HMD. ABS is guiding the industry with leading research and insights to support technology advancement in the marine and offshore industries.

ABS issued an approval in principle to SBM Offshore for its concept of a near-zero floating production storage and offloading (FPSO) unit. The NearZero FPSO design incorporates low-carbon technologies that collectively create a 'Near Zero' Scope 3 carbon emissions profile, achieving up to 80 percent reduction in GHG emissions. Low carbon technologies The introduction of the NearZero FPSO is an important step in SBM’s strategic path to achieve net-zero emissions by 2050. ABS completed design reviews based on class and statutory requirements. Low carbon technologies featured in the FPSO concept at a systems level include all electric topsides, closed flare, carbon capture and seawater intake riser/deep intake sea hose – technologies that SBM says not only reduce carbon emissions but also power demands. SBM Offshore’s NearZero FPSO design Intro of the NearZero FPSO is a vital step in SBM’s strategic path to achieve net-zero emissions "We are proud to continue to support SBM Offshore and their comprehensive strategy to address carbon emissions. The NearZero FPSO concept integrates low carbon technologies with a high degree of technical readiness and can be implemented on FPSO projects today," said Miguel Hernandez, ABS Senior Vice President, Global Offshore. "The introduction of SBM Offshore’s NearZero FPSO design marks an important milestone in our decarbonisation strategy. The NearZero FPSO design is fully integrated with our proven Fast4Ward® design and standardised delivery model. As such, we are ready to offer this to the market in close collaboration with our technology partners," said Jaap-Harm Westhuis, SBM Offshore Technology and Product Development Director. SBM Offshore’s development efforts Jaap-Harm Westhuis adds: "This approval by ABS is evidencing SBM Offshore’s pioneering development efforts in this field over the last years. We are proud to collaborate with our partners and to make a significant contribution to low-carbon offshore energy production."  ABS has a long history of supporting FPSO projects and classed the first FPSO vessel in U.S. waters in 1978. ABS continues to lead in providing guidance on safety and innovation with new technology that supports larger, more complex FPSOs for sustainable operations globally.

Achieving optimal return on investment (ROI) for a maritime company involves a strategic combination of operational efficiency, revenue enhancement, cost control, careful financial management, attention to sustainability and regulatory compliance, and other factors. Given all the variables in play, profitability can be elusive, but our Expert Panel Roundtable has some ideas. We asked: How can maritime companies maximise return on investment (ROI)?

Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies.   European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development   Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel:   Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel.   Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power.  Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.

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?