Japan Engine Corporation has announced commercial readiness for its new 2-stroke, dual-fuel engine. The first engine unit will be installed on an ammonia-fueled medium gas carrier next month, with the vessel scheduled to enter service in 2026.
GMF’s new report finds that both ammonia and methanol fuels are now “ready” for commercial deployment, but a concerted push is required to enable scale-up beyond 2030. The report highlights the increased familiarity (and confidence) from key maritime stakeholders with ammonia fuel, and a recommendation to independently verify emissions from the first ammonia-fueled vessels.
In our recent episode of Project Features, we explored the outcomes from a recent ammonia bunkering demonstration at the Port of Rotterdam. With twelve ammonia transfer and bunkering demonstrations occurring in nine global locations since 2024, where does the Port Readiness Level for ammonia bunkering stand in Rotterdam and elsewhere, what are the key technical learnings, and what gaps remain?
Ammonigy, Heraeus Precious Metals and the Technical University of Darmstadt have partnered to demonstrate operations using cracked ammonia fuel in a four-stroke MAN test engine. The performance and efficiency of the test engine when running on ammonia-hydrogen fuel was comparable to natural gas operations, and use of an exhaust aftertreatment system reduced potentially harmful nitrogen-based emissions to near-zero levels.
Azane Fuel Solutions and Ofiniti will partner to build a digital delivery service for Azane’s planned network of ammonia bunkering facilities across Scandinavia.
We explore recent, full-scale, four-stroke engine testing results from IHI and Wärtsilä. Testing indicates N2O emissions can be almost fully eliminated with catalytic treatment, and significantly lower NOX emissions for engines running in ammonia mode, compared to running on diesel. While ammonia slip remains a key consideration due to the design of a four-stroke engine, catalytic treatment of the exhaust can eliminate even high concentrations, and release mitigation systems have already been designed and deployed to ensure safe operations.
We explore recent, full-scale, dual-fuel engine testing results from leading maritime vendors such as MAN Energy Solutions and WinGD. Testing indicates negligible emissions of the potent GHG N2O (which can be fully eliminated with catalytic treatment), and significantly lower NOX emissions for engines running in ammonia mode, compared to running on fuel oil or diesel. Overall, compliance with IMO Tier II and III emission limits is well within reach for the first generation of ammonia-fueled maritime engines.
Over the course of the demonstration, NYK analyzed the emission reductions achieved, with a peak of 94.4% reductions using 94.8% ammonia fuel under 75% engine load (similar results at 100% engine load).
2025 is a critical year for the adoption of ammonia fuel in shipping. Here, we preview important upcoming meetings of the International Maritime Organization, what regulatory gaps are being filled by this work, potential candidates for decarbonization measures, and progress in engine development. All this sets the scene for incredible progress to be made in the coming years.
With commercial deployment scheduled to start this June, both WinGD and MAN ES’s under-development ammonia fueled engines have reported promising results across performance, ammonia safety and emissions optimisation parameters. MAN ES and MITSUI have also commenced a commercial-scale prototype test of the MITSUI-MAN ES large-bore, low-speed, two-stroke ammonia engine in Tamano, Japan.