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Ammonia demand

Ammonia is a potential energy carrier for maritime shipping, since ammonia has no direct CO2 emissions and can significantly reduce GHG emissions.

Alternative fuels

Introduction

Ammonia is a potential (low)-carbon energy carrier for maritime shipping, since ammonia has no direct (tank to wake) CO2 emissions and application of blue and green ammonia can significantly reduce all GHG emissions in the supply chain. Due to the large existing market for (fossil) ammonia, distribution infrastructure is already widely available throughout Europe.

Value proposition

  • Alternative energy carrier for marine shipping

  • Mature market

  • Easier to store and transport

    Compared to pure hydrogen

Ammonia is considered to be an alternative energy carrier for marine shipping. Ammonia uses hydrogen as a feedstock and thus has the same feedstock options as hydrogen. Sustainable options include green and blue ammonia. Use of ammonia is especially viable as a shipping fuel in a future scenario where ammonia will be used as a transport carrier for overseas trade of sustainable hydrogen. With nitrogen being limitless available, it has a feedstock advantage compared to e-methanol (needing CO2 from biomass, which has its limitations and competing demand areas). Ammonia is easier to store and transport than pure hydrogen. Fossil ammonia is already a mature market with a global production of 180 million ton per year, and is mainly used for production of fertilizers and as input for industries. The uptake of the ammonia as an energy carrier for marine shipping will depend primarily on experience with safe operations on board and the development and pricing of supply of sustainable ammonia compared to other options.

Port applicability

Ammonia is currently developed as a maritime fuel, and thus relevant for maritime ports. Since the first vessels are currently on order it is expected to be relevant from the medium term onwards. Although some research is being performed on use of ammonia in a hydrogen power train, it is less likely that ammonia will be used as a fuel for inland shipping. Uncertainties on safety are currently considered to be showstoppers for uptake.

Groups of innovations

  • Dual fuel internal combustion engine

    with MGO as a pilot fuel

  • Fuel dell drive

    Direct or indirect

  • Blue ammonia

    Produced from (fossil) natural gas where the generated carbon dioxide is captured and stored.

  • Green ammonia

    Produced from renewable electricity.

Impact

Impact level per aspect
ImpactLevelRemark
GHG emissions (tank-to-wake)Large impact
The tank-to-wake (TTW) Greenhouse Gas emissions of ammonia are expected to be very low. Since ammonia (NH3) does not contain any carbon, there are no CO2 emissions. Ammonia is furthermore a relative clean burning fuel, and therefore there are hardly any CH4 emissions (part of the Volatile Organic Compounds (VOC)). The level of N2O emissions are still uncertain. Ammonia slip may be an issue for ammonia dual fuel engines, which may lead to relatively high N2O emissions. This effect may be mitigated by aftertreatment systems, such as scrubbers. Research on the occurrence of N2O emissions under different operating conditions is needed, since even a small amount of N2O emissions can have a large impact on the environmental performance (N2O has a global warming potential that is 273 times higher than CO2).
GHG emissions (well-to-wake)Medium impact
The well-to-wake (WTW)GHG emissions of fossil ammonia are higher than that of MGO. Ammonia can also be produced using ‘green’ hydrogen, which is created from renewable electricity (e-ammonia), which has very low well to wake emissions.
Air pollutionLimited impact
In terms of air pollution, a reduction of emissions of Particulate Matter (PM) and a slight reduction of sulpher (Sox) is expected. The performance on NOx is expected to be comparative to other vessels with an aftertreatment system (Tier III compliant vessels).

Barriers and enablers

Enablers

  • EconomicEnabler

    Supply of sustainable ammonia is currently under development. According to Ammonia Observatory, in June 2026, there are, in Europe, 5 operational green ammonia plants, and 16 projects planned or in development, totalling a combined potential capacity of 3.5 Mt per year. Development is uncertain.

  • InfrastructureEnabler

    idespread availability of bunkering facilities is an important precondition for a large adaptation by the sector. In some energy ports, there are existing ammonia storage facilities available (for instance in Rotterdam and Antwerp). These facilities can be used for bunkering activities, distribution and supplying neighbouring ports.

Barriers

  • EconomicBarrier

    First movers for applying ammonia in shipping risk high cost in case of slow or insufficient uptake as a marine fuel. A main challenge to overcome however is the so-called “valley of death” between scientific innovation and commercial adoption. Early adaptors that implement ammonia will face relatively high additional costs and operational uncertainties.

  • KnowledgeBarrier

    Ammonia is a hazardous substance, and exposure to ammonia can have severe health consequences. Although ammonia is already handled in large quantities as cargo, there are additional risks of bunkering and operating ammonia as a marine fuel. Linked to the safety aspect is the social acceptance of ammonia as a fuel. The perceived hazard of ammonia may be higher than that of other alternatives and can lower the acceptance by stakeholders, such as port workers and municipalities. First experiences with bunkering (such as done in the MAGPIE project) and operations help to gain experience and are the first steps in creating safety standards and operating procedures, but need to be complemented with communication of the safety aspects with port and other stakeholders

How to implement?

  1. Step 1

    Create corridors

    Innovation supplier

  2. Step 2

    Convert vessels

    Ship owners, cargo owners

  3. Step 3

    Standardize

    Innovation suppliers

  4. Step 4

    E-network roll out

    Innovation suppliers

Timeline

The arrow below represents the expected development of the TRL of ammonia demand.
* Technical Readiness Level

What should a port do in the next 3 years?

As of April 2026, there are 44 methanol fueled vessels on order. Long term uptake is uncertain and depends on the development of key enablers and barriers. For ports, a similar bunkering uptake strategy can be used for LNG. First incidental bunkering requests could be met via a short sea vessel or inland barge from another port. When demand become structural, dedicated bunkering infrastructure (such as ammonia or multifuel bunkering barges) may be desired.

Investment overview

CAPEX: investments include retrofit, new-built ships and investments for supply chain infrastructure. OPEX: operational costs include the cost for ammonia and maintenance.

Stakeholder overview

Below is an overview of the required involved stakeholders.
Blue stakeholders are essential, white stakeholders are enabling

Knowledge base