To achieve significant reduction in greenhouse gas emissions in shipping and enable ship owners to phase out fossil fuels entirely, renewable fuels, such as ammonia, play a crucial role. Ammonia is considered a balanced solution in terms of volumetric energy density and renewable synthetic production cost compared to other renewable fuels. However, many questions still need to be answered to determine if ammonia as a fuel for ships is a feasible option. Therefore, the purpose of this project is to investigate how ammonia can be applied safely and effectively as a marine fuel. An ammonia carrier will be used to study the concept of using ammonia as a marine fuel. To study effective use of ammonia as a marine fuel the following options for power generation are investigated: the steam turbine, gas turbine, internal combustion engine (both compression and spark ignition) and fuel cells (both proton exchange membrane, alkaline and solid oxide fuel cells). The results of effective use of ammonia as a marine fuel are used to develop an ammonia fuel system diagram. This diagram is studied by means of a qualitative risk assessment to gain insight in safety of using ammonia as a marine fuel.

In 2015, the worlds first zero-emission sea-going ferry was launched in Norway. This ferry, MF Ampere, is powered by batteries and is sailing in an UNESCO World Heritage Site. In the Netherlands, the Wadden Sea is an UNESCO World Heritage Site with multiple ferry routes where the most recent ferries are sailing on natural gas to reduce emissions. However, there are no initiatives for zero-emission ferries yet. Therefore, the research question of this thesis is: What is the potential technical, economic, social, and political feasibility of zero-emission ferries in the Wadden Sea? The political economy model for transport innovations of Feitelson and Salomon (2004) is used as framework. Literature and policy papers are used in combination with six interviews with actors. In total, four zero-emission alternative technologies are selected (batteries, hydrogen, methanol, and ammonia) with in total eight configurations. The technical and economic feasibility of these suggested innovations are analysed for three different areas in the Wadden Sea. The total weight of the energy storage systems and the frequency of bunkering or charging are major factors for the feasibility. Since zero-emission hydrogen is produced with electrolysis and hydrogen-carriers methanol and ammonia are produced with hydrogen, air (CO2/N2) and electricity, the electricity rate is the most important factor for the operational expenditures for zero-emission ferries. Batteries have the lowest total cost of ownership, even lower than diesel (which is used as reference fuel). This is mainly due the high efficiency during production, charging, and converting. Zero-emission ferries are socially desirabe in the Wadden Sea. However, there are negative aspects for each selected alternative. Furthermore, the sanctioned discourse includes aspects that can make adoption of innovations more difficult. The political feasibility is based on the social feasibility and the decision making process. Many interviewees see concessions and the concession criteria as a policy tool that can be used to stimulate zero-emission ferries. However, the first window of opportunity is most likely before the next concession starts in 2029 and long-term planning with ferry operators is difficult in the concession system. Zero-emission ferries can be used as platform to show ferry-users why the Wadden Sea has an UNESCO World Heritage status.