Ammonia emerges as promising fuel to decarbonise global shipping

Ammonia is gaining traction as a viable shipping fuel, but scaling it globally demands breakthroughs in safety, infrastructure, regulation, and investment before it can transform maritime transport

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FROM the decks of cargo ships to the sprawling docks of global ports, a quiet revolution is brewing: Ammonia is emerging as one of the most talked-about contenders to decarbonise shipping.

Zero carbon content, high energy density by volume, and a pathway to 'tank-to-wake' clean combustion make it an alluring fuel.

Yet scaling ammonia from niche pilot projects to the backbone of global maritime transport demands breakthroughs, and very careful navigation.

One of ammonia's chief attractions is that it contains no carbon, meaning combustion emits no CO₂ thus offering potential reductions in 'tank-to-wake' emissions of 90-95 per cent compared to traditional marine fuels, according to engine testing and projections.

Further, as a hydrogen carrier, ammonia is denser than liquefied hydrogen and easier to store and transport, making it a practical medium for low-carbon fuels.

Major industry studies, such as 'From pilots to practice: Methanol and ammonia as shipping fuels' from the Global Maritime Forum, now classify ammonia as “ready for piloting”, while methanol has advanced to early commercial operation.

DNV's recent 'Ammonia in Shipping' report notes that there are already 39 ammonia-fuelled vessels on order, with commercial engines becoming available and bunkering trials underway in ports such as Singapore and Rotterdam.

In the market today, green ammonia costs $885-1,050 per tonne, versus heavy fuel oil at $500-600 per tonne. Yet more ammonia is required to replace the same energy content, increasing the economic gap.

Still, industry analysts expect economies of scale, carbon pricing, and policy support could close that gap by 2030-2035.

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