Periodic Reporting for period 2 - NH3CRAFT (Safe and efficient storage of ammonia within ships)
Reporting period: 2023-12-01 to 2025-05-31
The NH3CRAFT project, a three-year Horizon Europe initiative (June 2022 – May 2025), brought together a consortium of twelve partners across six European countries to advance the adoption of ammonia as a sustainable marine fuel. Its primary mission is to design, develop, and demonstrate a safe, commercially viable, and scalable technology for ammonia storage and utilisation on board ships.
Key achievements included the successful design, fabrication, and testing of both metallic and composite NH₃ fuel tanks, alongside the detailed engineering of a full-scale retrofit for a general cargo vessel. Modular tank concepts were further developed through desktop studies applied to five different vessel types, covering both retrofits and newbuilds, thereby demonstrating broad applicability across the maritime sector.
The project also delivered an innovative digital platform capable of assessing design and installation requirements for NH₃ fuel systems based on user-defined parameters such as ship type, size, and power demand. Complementary to the technical advancements, comprehensive risk and safety assessments were conducted, coupled with the development of updated technical rules to strengthen regulatory acceptance. These efforts culminated in the issuance of New Technology Qualification and Approval in Principle by IACS Classification society for the tanks and auxiliary systems.
NH3CRAFT’s impact extended beyond technical innovation, contributing to five strategic pillars: engineering and design, techno-commercial evaluation, safety and risk management, digital tools development, and regulatory framework evolution. By integrating these dimensions, the project laid a robust foundation for the accelerated adoption of ammonia as a clean fuel, reinforcing Europe’s commitment to decarbonising maritime transport and advancing climate-neutral shipping.
Key achievements included the successful design, fabrication, and testing of both metallic and composite NH₃ fuel tanks, alongside the detailed engineering of a full-scale retrofit for a general cargo vessel. Modular tank concepts were further developed through desktop studies applied to five different vessel types, covering both retrofits and newbuilds, thereby demonstrating broad applicability across the maritime sector.
The project also delivered an innovative digital platform capable of assessing design and installation requirements for NH₃ fuel systems based on user-defined parameters such as ship type, size, and power demand. Complementary to the technical advancements, comprehensive risk and safety assessments were conducted, coupled with the development of updated technical rules to strengthen regulatory acceptance. These efforts culminated in the issuance of New Technology Qualification and Approval in Principle by IACS Classification society for the tanks and auxiliary systems.
NH3CRAFT’s impact extended beyond technical innovation, contributing to five strategic pillars: engineering and design, techno-commercial evaluation, safety and risk management, digital tools development, and regulatory framework evolution. By integrating these dimensions, the project laid a robust foundation for the accelerated adoption of ammonia as a clean fuel, reinforcing Europe’s commitment to decarbonising maritime transport and advancing climate-neutral shipping.
The NH3CRAFT project was structured around five strategic pillars: engineering and design, techno-commercial evaluation, safety and risk management, digital tools development, and regulatory framework evolution. Activities and results were carefully documented in each work package, ensuring quality, traceability, and coherence. This systematic approach allowed the project’s diverse objectives to be addressed in an integrated way, aligning innovation with safety, regulatory, and operational requirements.
At the outset, RINA assisted to define the demonstrator vessel, initiated desktop studies, and established KPIs using the QFD method. Tank containment system engineering was led by EKME and CONNOVA, with HYDRUS providing support, progressing designs from concept to detailed level for the demonstrator and to basic design for desktop studies. Parallel development of auxiliary systems enabled a comprehensive review process, culminating in Approval in Principle (AiP) by ABS Classification Society. Following design approval, raw materials were delivered to manufacturers (EKME and CNV), and fabrication commenced. Due to safety and regulatory constraints, full-scale demonstrations were performed at land-based facilities using a non-toxic medium, replicating vessel conditions to validate tank and auxiliary system performance.
Digital innovation was spearheaded by TUD and Enisolv, who developed a platform integrating critical design parameters. A live monitoring module provided real-time data acquisition and performance tracking during demonstration, strengthening the digital validation process. Risk and safety aspects were extensively addressed through HAZID, HAZOP, FMEA, and QRA studies, with results feeding directly into design refinements, mitigation strategies, and safety assessment guidelines.
ABS issued a new technology maturity statement after reviewing designs, witnessing prototype construction, and evaluating demonstrations, while also identifying recommendations for Class rule integration. On the non-technical side, NTUA analysed scalability and modularity of the systems, while TWI conducted techno-commercial evaluations, LCA, and LCCA studies. These activities confirmed both the technical feasibility and the economic potential of NH3CRAFT’s innovative tank containment solutions, offering a pathway toward broader adoption of ammonia as a clean marine fuel.
At the outset, RINA assisted to define the demonstrator vessel, initiated desktop studies, and established KPIs using the QFD method. Tank containment system engineering was led by EKME and CONNOVA, with HYDRUS providing support, progressing designs from concept to detailed level for the demonstrator and to basic design for desktop studies. Parallel development of auxiliary systems enabled a comprehensive review process, culminating in Approval in Principle (AiP) by ABS Classification Society. Following design approval, raw materials were delivered to manufacturers (EKME and CNV), and fabrication commenced. Due to safety and regulatory constraints, full-scale demonstrations were performed at land-based facilities using a non-toxic medium, replicating vessel conditions to validate tank and auxiliary system performance.
Digital innovation was spearheaded by TUD and Enisolv, who developed a platform integrating critical design parameters. A live monitoring module provided real-time data acquisition and performance tracking during demonstration, strengthening the digital validation process. Risk and safety aspects were extensively addressed through HAZID, HAZOP, FMEA, and QRA studies, with results feeding directly into design refinements, mitigation strategies, and safety assessment guidelines.
ABS issued a new technology maturity statement after reviewing designs, witnessing prototype construction, and evaluating demonstrations, while also identifying recommendations for Class rule integration. On the non-technical side, NTUA analysed scalability and modularity of the systems, while TWI conducted techno-commercial evaluations, LCA, and LCCA studies. These activities confirmed both the technical feasibility and the economic potential of NH3CRAFT’s innovative tank containment solutions, offering a pathway toward broader adoption of ammonia as a clean marine fuel.
A critical review of the NH3CRAFT project (three years, from launch to completion) provides valuable lessons and recommendations for future ammonia-fuel initiatives.
The IGF Code, though not explicitly covering ammonia, served as the guiding framework throughout the design process. Its conservative application led to constraints on fuel capacity, reducing the demonstrator vessel’s ammonia storage from 1,000 m³ to 735 m³.
A major outcome was the Quantitative Risk Assessment, presented at IMO level, which underscored the urgency for harmonised safety requirements. Key needs include consistent exposure limits across IACS societies and stronger involvement of flag administrations to address ammonia’s toxicity. The project also highlighted discrepancies between IMO’s interim guidelines—mandating storage at -33°C and atmospheric pressure—and NH3CRAFT’s demonstrated alternative design at 10 bar and ambient temperature.
Progress was hindered by the immaturity of ammonia-fuelled main engines and limited availability of compliant auxiliaries. Equipment gaps, such as water seal systems and double-walled piping, add complexity and costs, while regulatory updates require “gas-safe” zones on vessels. These barriers are expected to slow large-scale implementation.
Market hesitancy was also evident, with shipowners reluctant to commit to ammonia under current conditions. In the near term, ammonia-ready dual-fuel vessels—especially tankers and low-occupancy merchant ships—are likely to be the most viable path. However, their adoption will depend heavily on developments in ammonia production, supply infrastructure, and regulatory harmonisation.
The IGF Code, though not explicitly covering ammonia, served as the guiding framework throughout the design process. Its conservative application led to constraints on fuel capacity, reducing the demonstrator vessel’s ammonia storage from 1,000 m³ to 735 m³.
A major outcome was the Quantitative Risk Assessment, presented at IMO level, which underscored the urgency for harmonised safety requirements. Key needs include consistent exposure limits across IACS societies and stronger involvement of flag administrations to address ammonia’s toxicity. The project also highlighted discrepancies between IMO’s interim guidelines—mandating storage at -33°C and atmospheric pressure—and NH3CRAFT’s demonstrated alternative design at 10 bar and ambient temperature.
Progress was hindered by the immaturity of ammonia-fuelled main engines and limited availability of compliant auxiliaries. Equipment gaps, such as water seal systems and double-walled piping, add complexity and costs, while regulatory updates require “gas-safe” zones on vessels. These barriers are expected to slow large-scale implementation.
Market hesitancy was also evident, with shipowners reluctant to commit to ammonia under current conditions. In the near term, ammonia-ready dual-fuel vessels—especially tankers and low-occupancy merchant ships—are likely to be the most viable path. However, their adoption will depend heavily on developments in ammonia production, supply infrastructure, and regulatory harmonisation.