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The fertilizer industry has seen dramatic changes in market dynamics, with challenges posed by policy and regulatory changes, political instability, conflicts and new macroeconomic realities. The drive towards energy transition and ambitious zero-carbon goals has also opened up the industry to new entrants and new opportunities.

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03/19/24

Q&A: Hydrogen fuel cells can aid marine fuel transition

Q&A: Hydrogen fuel cells can aid marine fuel transition

Singapore, 19 March (Argus) — Argus spoke with Chil-han Lee, chief executive of hydrogen fuel cell producer Vinssen, on the sidelines of the Asia Pacific Maritime 2024 conference and exhibition in Singapore about the prospects for hydrogen fuel cell systems in marine applications and Singapore's position in the marine fuel transition. Edited highlights follow. Vinssen in December 2023 delivered a hydrogen fuel cell electric propulsion system for a trial project to test its use in maritime applications in Singapore on landing craft the Penguin Tenacity . What are the key aims for the trial? In this project with our partners Shell, Air Liquide, Seatrium and Penguin we're trialling and collecting data on safety and performance for about a year and a half… how the power consumption and hydrogen consumption is. The use of hydrogen fuel cells onboard a ship is a new technology, this is a very big challenge for everyone — classification societies, governments and of course the stakeholders involved in terms of safety issues. Which fuels do you envision using your fuel cell propulsion technology? We are fuel agnostic actually. As a fuel cell developer we need a supply of hydrogen only. But whether that hydrogen comes from ammonia, methanol or liquid hydrogen on-board, we don't mind. We're collaborating with an ammonia cracking company, Panasia, on a project. We're also working with a methanol reforming company, e1 Marine. Most of the big companies are investing in green ammonia. Methanol is mainly being driven by Maersk, they are leading the trend. If you imagine ammonia — NH3 — is produced just from nitrogen which is already 70pc in the air, and hydrogen. Methanol — CH3OH — requires capturing carbon dioxide which is more costly; there are more processes in the manufacturing which adds to cost and isn't scalable. There are a lot of benefits [to ammonia], apart from the toxicity issue. But I believe humans can solve that. So I believe ammonia is the future. Methanol is like a bridge, like LNG. But this is my opinion only. What do you see as the advantages of hydrogen fuel cells over combustion engines for vessels? If we change the energy source for marine to either ammonia, methanol or hydrogen, we have to ask the question of how we will use it? Combustion solution or fuel cell solution? At Vinssen we're trying to be a bridge for proven fuel cell technology already used in cars, aeroplanes and urban air mobility (UAM). We're one of only a handful of companies working to apply fuel cell technology to the maritime sector. We want to try to apply it here because of its efficiency, lightweight [nature] and cheaper cost. The basic material volume of fuel cells is very low as they're made from just 0.1mm titanium plates and membranes. I believe fuel cells will be cheaper, although they're currently more expensive than internal combustion engines. Soon the fuel cell price will come down a lot with scale of production. They have the same performance and same generating power. So shipowners will decide to buy the cheaper [option]. When do you expect fuel cells to become cost competitive with combustion engines in shipping? A large container liner asked the same question to me during this event. I told them, it depends on you! If you order 10 240,000 TU ships now, each with 70MW engine, the price is going to be cheaper than engines because we can buy the raw materials in bulk. Why are they so expensive now? Because people still want to buy small fuel cells, and every time we have to order small quantity sample volumes [of materials]. And that means 10 times the price. But once orders are confirmed to produce bigger sizes of fuel cells, the price will come down considerably. How is your work contributing to building supply and demand chains for green fuel development? At the moment I can see a lot of investment in the production of green hydrogen, ammonia or methanol. But there's only been small investment in technology on the demand side. So that's unbalanced at the moment. I focus on my part, how I can increase efficiency of the fuels we choose to use. Other people focus on producing the green energy. It's all part of the puzzle that needs to come together. What are your thoughts on Singapore's strategy to position itself as an alternative marine bunkering hub? Fifteen percent of Singapore's GDP is from the bunkering business. So they have to prepare to bunker every source of new energy — ammonia, methanol, hydrogen, liquid hydrogen, diesel. They have to be able to handle it. Otherwise some ships will pass, and they'll be losing some of their GDP. In Korea, we're not really in the bunkering business in a big way; we focus on the manufacture of ships or cars. But Korean regulations are also a problem for us when trying to use hydrogen gas for the maritime or other sectors apart from cars. Actually [there's a] fundamental difference in the way things are regulated — Korea enforces positive regulation, meaning when it's written down it becomes legal. If something isn't regulated then it's illegal. But in Singapore, if there's no regulation, they can do it — it's their own responsibility to get approval by a third party or government regarding safety issues. Singapore gives us a chance to do something here, so we bring our technology to Singapore to start to show the world. It gives the opportunity for innovation in alternative marine fuels. By Lauren Moffitt Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Lack of snow reduces Mississippi flood risk: NWS


03/15/24
Latest fertilizer news
03/15/24

Lack of snow reduces Mississippi flood risk: NWS

Houston, 15 March (Argus) — The Mississippi River faces below normal flood risk this spring because of historically low snowpack, meaning barges carrying fertilizer and other commodities may experience fewer delays from high water. The lack of snowpack in the Mississippi River basin resulted from persistent drought since last September and unseasonably warm temperatures across the Northern Plains, which prevented a base layer of heavy snow from forming, the National Weather Service (NWS) said in its final spring flood outlook on 14 March. Meteorologist Brennan Dettmann told Argus there is no snowpack in Minnesota, with only a light covering along the northern border, making for one of five driest years since the NWS began recording snowpack in 1872. There is no snow at the Minneapolis-St Paul International Airport this week compared to 10 inches of snow on the ground a year ago. This year, the most amount of snow on the ground at the airport was 7 inches on 14 February, according to NWS. Risk of flooding for the upper Mississippi River and tributaries will be entirely dependent on rainfall, with much of the basin already in a precipitation deficit because of the drought. Barges have been navigating through the upper Mississippi and will soon reach the Twin Cities after locks open tonight at midnight . This time last year, tows were just breaking the ice on Lake Pepin , signaling safe passage to begin through the upper Mississippi River. By Meghan Yoyotte Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Ammonia-fuelled vessel trialled in Singapore


03/15/24
Latest fertilizer news
03/15/24

Ammonia-fuelled vessel trialled in Singapore

Singapore, 15 March (Argus) — Ammonia as a marine fuel has been trialled in Singapore on a dedicated vessel, in another step towards the port's multi-fuel bunkering capability. The trial, carried out in phases over a period of seven weeks, used ammonia in combination with diesel in the combustion process. The Maritime and Port of Authority of Singapore (MPA), along with government agencies, research partners and industry partners were involved in the trial process, said the MPA and Australian green energy, metals and technology firm Fortescue. Completion of the trial saw the Fortescue Green Pioneer receive flag approval from the Singapore Registry of Ships, along with a notation by classification society DNV to use ammonia, in combination with diesel, as a marine fuel. The trial had two of the four-stroke engines on the Fortescue Green Pioneer loaded with 5m³ (3t) of liquid ammonia supplied by Dutch storage firm Vopak from its 10,000m³ Banyan terminal on Jurong island. The Fortescue Green Pioneer was converted to run on ammonia, in combination with marine gasoil, following its first land-based testing in Australia in 2022. Ammonia has been promoted as a viable low-carbon alternative fuel for the marine shipping industry that is striving to cut its greenhouse gas (GHG) emissions. But the use of ammonia as a fuel has often focused on its safety risks because of its toxicity, while burning ammonia releases another GHG nitrous oxide. The Singapore trial was done in phases to ensure safe port operations and the safety of the ship's crew, as well as engineers, the MPA and Fortescue said. The crew and engineers have been having safety training since October 2023. "The Fortescue Green Pioneer is proof that safe, technical solutions for ammonia power engines exist," said Fortescue chairman Andrew Forrest. Alternative marine fuel demand in Singapore is likely to grow because of higher consumption of biofuels, as well as the rise of bio-methanol for bunkering. Singapore is also exploring using ammonia as a fuel for power generation. By Mahua Chakravarty Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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Amogy to test clean ammonia-run boat in US by mid-2024


03/15/24
Latest fertilizer news
03/15/24

Amogy to test clean ammonia-run boat in US by mid-2024

Singapore, 15 March (Argus) — US-based fuel cell development Amogy is aiming to test a clean ammonia-powered tugboat on an inland waterway in upstate New York by mid-2024, delayed slightly from its initial schedule. Amogy previously announced plans to test the "zero-emission" vessel in late 2023. But the project was delayed because of supply chain disruptions, Amogy told Argus on 15 March. The developer will be retrofitting a diesel generator and electric motor tugboat from 1957 with its clean power generation technology. The vessel has been designed to accommodate a 1MW ammonia-to-power system, but further testing will determine the exact power output. Norwegian fertilizer producer Yara will supply green ammonia feedstock for the demonstration. Amogy's ammonia-to-power technology involves feeding liquefied ammonia through a modular cracking unit that converts the ammonia into hydrogen, which is then used in a fuel cell to generate electricity. The modular technology is scalable and can be ramped up according to vessel size or customised to fit specific power requirements. Safety measures, including sensors that are approved by various classification systems, will be included, along with training on proper usage. Amogy eventually aims fully implement its maritime technology on small to medium-sized vessels. It is also exploring the possibility of using its ammonia-to-electricity system as a cleaner alternative to existing auxiliary engines in large vessels. This would help power a ship's systems and equipment with cleaner energy, alongside its main engine. By Dinise Chng Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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MAN to produce SCR converter for ammonia engines


03/14/24
Latest fertilizer news
03/14/24

MAN to produce SCR converter for ammonia engines

London, 14 March (Argus) — German manufacturer MAN Energy Solutions has announced it will begin series production of an ammonia-ready selective catalytic reduction (SCR) catalytic converter shortly. SCR technology is typically equipped for the purpose of minimising nitrogen oxide (NOX) tailpipe emissions. MAN said this system will be able to reduce NOX emissions by 90pc on cruise ships and cargo vessels, helping to meet International Maritime Organisation (IMO) regulations on NOX in emission control areas (ECA). MAN said the SCR will also aid in improving fuel consumption efficiency. The SCR system has passed final inspection by MAN Energy solutions and Japanese engineering and shipbuilding firm Mitsui E&S, the latter of which will be taking deliveries of the product. By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.