The Antwerp-based. shipping group CMB.TECH has launched the world’s first dry bulk carrier powered by ammonia. The vessel Mineral Europa has set sail on its maiden voyage to Australia. It is a Newcastlemax, an ore and coal carrier with a deadweight tonnage of approximately 210,000 metric tons.

“The Mineral Europa heralds the fifth revolution in ship propulsion,” says CEO Alexander Saverys. “The fifth: after the oar, the sail, the steam engine, and the diesel engine. For the first time in more than 200 years, ships can sail without emitting CO2.”

More sustainable

“After nearly 10 years of hard work, we are proving that making shipping more sustainable is no longer a distant ambition, but is already becoming a reality, as Mineral Europa demonstrates that large seagoing vessels can indeed run on ammonia,” says Saverys. “The need to make shipping more sustainable and strengthen energy independence has never been greater.”

Ammonia, which does not emit CO2 when burned, has long been discussed as a replacement for diesel. For a long time, however, there were safety concerns because ammonia is highly toxic; but storage technology and classification rules have since evolved.

But ammonia, which is stored in large liquid tanks on deck, is only climate-neutral if it is produced using green hydrogen derived from renewable energy.

Today, however, much of the ammonia produced still comes from natural gas. Mineral Europe does, however, run on green ammonia – produced using renewable electricity – rather than blue or gray ammonia.

Less greenhouse gas

Green ammonia combines renewable energy, water, and air to create a fuel that can be produced worldwide. It can be made by combining nitrogen from the air with green hydrogen, produced via water electrolysis powered by renewable energy.

The combustion of ammonia can produce nitrogen oxides (NOX) and nitrous oxide (N2O, a greenhouse gas), according to CMB.TECH, the latter issue is negligible based on its own research and development. Exhaust gas treatment or engine modifications can indeed resolve the problem.

As for the nitrogen oxides, their levels are lower in the Mineral Europa than in diesel engines. The small amount of NOX that is present is neutralized via Selective Catalytic Reduction (SCR), just as AdBlue works in existing diesel engines.

Cheaper than diesel?

“Thanks to technological advancements, green ammonia could soon become cheaper than diesel,” says Saverys. “We are building the new ecosystem needed to support the transition to green shipping powered by ammonia.”

The latter is no small challenge. Today, there aren’t many ports worldwide where you can easily refuel with ammonia while at sea – a process known as bunkering.

As a result, many ports and shipping companies are taking a wait-and-see approach, wavering between methanol, ammonia, liquefied natural gas (LNG), hydrogen, diesel, or biofuels.

Chartered by Fortescue

The Mineral Europa, the first ship in a new generation of ammonia carriers to join the CMB. TECH fleet, has been chartered by the Australian mining company Fortescue.TECH fleet, has been chartered by the Australian mining company Fortescue. The company, one of the world’s largest exporters of iron ore, has signed a long-term contract with CMB.TECH for this purpose. Such contracts are important for CMB.TECH because they make the investment in more expensive ammonia carriers profitable.

Between now and 2029, 21 ammonia-carrying vessels are scheduled for delivery, including 18 dry bulk carriers, one container ship, and 2 chemical tankers. Most of them will be delivered in the next 9 months.

Fortescue, which also aims to become a player in green energy, including green hydrogen and ammonia, has chartered up to 12 Newcastlemax vessels, of which a maximum of 3 will be delivered with a dual-fuel ammonia engine, and the rest will be ammonia-ready, meaning the ships are prepared to be retrofitted later to run on ammonia.

Most of these ships are built in China, at the Qingdao Beihai Shipyard.

Main supplier in China

Dry bulk carriers are ships that transport cargo in bulk – that is, without packaging – and in large quantities, with a deadweight tonnage of approximately 210,000 metric tons.

These are non-liquid goods, such as iron ore, sand, or grain. Ammonia-powered ships also require more cargo space for fuel compared to diesel-powered ships, as ammonia contains more energy per liter.

Although production projects are also underway in, for example, Saudi Arabia, the U.S., and some Western countries – which are still in the pilot phase – China is currently the only country where CMB.TECH has secured large-scale, viable contracts for green ammonia on a large scale and at a viable price for its ships.

CMB.TECH signed a purchase agreement with CEEC Hydrogen Energy in Jilin, with an initial phase of approximately 158,000 metric tons per year. Shipping accounts for about 3% of global emissions, and the sector aims to reach net-zero by around 2050.