Physics, Cost, Favor FuelPositive Corp.’s (TSX.V: NHHH) (OTCQB: NHHHF) Vision of Using Green Ammonia as a Vector for Hydrogen; Company Provides Corporate Update

  • Ammonia is less expensive to transport long-distance via seaborne vessels than liquid hydrogen
  • Ammonia has a lower boil-off rate and higher volumetric energy density than liquid hydrogen; additionally, an ammonia carrier requires less capital investment than a liquid hydrogen transportation vessel
  • FuelPositive holds that green ammonia is a perfect substitute for transporting and storing hydrogen because of existing infrastructure
  • The company recently provided a corporate update in which it detailed the progress of the building of the first demonstration systems for its green ammonia production technology

While the hydrogen economy envisions a decarbonized future where green hydrogen is used to power transportation vessels, a Recharge special report observes that physics and cost back ammonia as a more economic option for long-distance seaborne transportation than liquid hydrogen (“LH2”) (

These findings dovetail perfectly with part of the vision Canadian growth-stage technology company FuelPositive (TSX.V: NHHH) (OTCQB: NHHHF) has for its modular, scalable, and portable green ammonia production technology. The system, designed to produce green ammonia from water, air, and renewable electricity, is touted as a solution to the hydrogen transportation conundrum. 

According to FuelPositive, green ammonia, which is hydrogen dense and is much easier to store and transport using existing infrastructure, is the perfect vector for hydrogen. As a liquid, hydrogen needs cryogenic temperatures of -253°C, while as a gas, it has to be kept at extremely high pressure. At the same time, it is explosive when it escapes and combines with air ( These characteristics mean that long-distance hydrogen transportation may not be entirely practical. 

These sentiments are shared by Leigh Collins, the Recharge special report’s author, who notes that because the volumetric density of liquid ammonia is 59% higher than LH2, “it would theoretically take more than three shipments of LH2 to transport the same amount of energy as two shipments of liquid ammonia,” assuming same-sized vessels.

Further, Recharge established that a 160,000m3 cargo (a standard LNG vessel size) of liquid hydrogen would cost about $200 per MWh to produce, in terms of the energy it contains, compared to just under $88/MWh of liquid ammonia.

In addition, LH2 transportation would result in a $270.5 million annual loss from boil-off compared to $4.1 million when liquid ammonia is transported. 

With LH2 requiring colder cryogenic temperatures of -253°C to remain as a liquid, compared to liquid ammonia’s -33°C, the Recharge article notes that the latter’s lower annual losses “could be due to the fact that existing ammonia carriers are often fully refrigerated to keep the ammonia in its liquid state – something that isn’t possible with far colder LH2.” 

The article further points out that the capital cost of a vessel carrying 160,000 cubic meters of LH2 would be higher than one holding the same volume of liquid ammonia. “Taking all these elements into account, it is clear that ammonia would be far less expensive to transport by sea than liquid hydrogen,” Collins writes.

FuelPositive’s system is even more advantageous as it uses less energy than conventional (“grey”) ammonia production, which involves the energy-intensive and extremely dirty Haber-Bosch process. In addition, it is 100% carbon-free.

Meanwhile, FuelPositive recently announced it had filed its annual audited financial statements and provided a corporate update ( In its update, contained in a NetworkNewsAudio presentation, the company noted that the building of the first demonstration systems for the green ammonia production technology was progressing according to plan and that it expects to commence validating the system in the first half of the year. The validation is anticipated to prove the rate and purity of the produced green ammonia.

The company has also selected a farm in Manitoba, Canada, to serve as the first demonstration pilot project. FuelPositive will deploy the first prototype in this location later this summer. Finally, FuelPositive announced advisory appointments as well as the fact that it has identified the Kitchener-Waterloo area as the location for its head office.

For more information, visit the company’s website at

NOTE TO INVESTORS: The latest news and updates relating to NHHHF are available in the company’s newsroom at

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