Shipping industry braces for ammonia trials, seeking increased backing for its implementation
The maritime industry is making significant strides towards a more sustainable future, with two promising low-carbon solutions – methanol and ammonia – moving from potential solutions to initial scale and proof of concept.
According to Jesse Fahnestock, Director of Decarbonisation at the Global Maritime Forum, excellent progress has been made in the development of zero-emission fuels and technologies over recent years. Methanol and ammonia, in particular, have shifted from theoretical possibilities to practical applications.
Bunkering for methanol is available at around 20 ports, and more than 60 methanol-capable vessels are in operation, with 300 more on order. The lower energy density of methanol presents operational trade-offs, but it has not proven to be a barrier. In fact, new retrofit kits and the relative ease of converting tanks are making retrofitting conventional vessels feasible for methanol.
Ammonia, on the other hand, is approaching proof of concept as a marine fuel. Engine tests suggest it can cut tank-to-wake emissions by up to 95%. The first ammonia-powered ship, the "Yara Eyde," officially began construction on September 5, 2025, and is set to operate from mid-2026 on a route between Oslo, Porsgrunn, Bremerhaven, and Rotterdam. This project is led by Yara International with support from the Norwegian government.
The first ammonia-powered vessels have been successfully piloted, and China's Envision Energy has successfully powered the first green marine ammonia bunkering operation with green ammonia fuel from its green hydrogen and ammonia plant in Chifeng.
However, both fuels face a key challenge: the fuel supply chain. For methanol, it involves enhancing the availability of green molecules. For ammonia, it involves validating and rolling out commercial ammonia bunkering at key ports.
Operators report confidence in safely operating ammonia-powered vessels and will likely phase the fuel in over time to build operational experience. New mandatory regulations for using hydrogen and ammonia fuel in ships are unlikely before 2028 at the earliest, according to a white paper by DNV issued in March.
Early adopters find it relatively safe and straightforward to integrate methanol. Grimaldi Group has received its first ammonia-ready ship, and Itochu Corporation has signed a shipbuilding contract for a 5,000 cbm ammonia bunkering vessel, with delivery slated for 2027.
Fahnestock also notes that while technology readiness is important, action from the International Maritime Organisation, national policymakers, and the industry is needed to create the right enabling conditions for scaling zero-emission fuels at the required pace. Both ammonia and methanol require a concerted push to mature enough for rapid scaling from around 2030, in line with industry targets.
The Global Maritime Forum's report suggests that ammonia and methanol are ready for piloting in shipping for low-carbon operations. With the successful integration of these fuels into the maritime industry, we are one step closer to a more sustainable future.
