publishing for over 25 YEARS


PIN


PETROCHEMICAL, CHEMICAL & ENERGY INDUSTRY NEWS


model for several meetings for the UN Framework Convention. Post-October 2023, the Green Pioneer completed the world’s first ammonia bunkering trial in Singapore. Ammonia was loaded from Vopak’s existing infrastructure, suggesting that completely new systems may not be needed.


Figure 6: An image of Sea Change [18].


In 2024, Japan’s Yanmar Power Technology delivered their GH240FC maritime hydrogen cell system to HANARIA, a passenger vessel. The ship is an example of Japanese maritime innovation as it holds the status of being the first hybrid passenger ship. The fuel system features “a proprietary lithium- ion battery system… and an integrated management system that controls all onboard power.” It also includes two modes of operation: a combination of hydrogen cells with lithium-ion batteries to produce zero emissions, and a biodiesel generator. However, because hydrogen requires large storage volumes and there is a lack of infrastructure for fueling, HANARIA can only conduct short to medium ferry operations. Yanmar’s team received an award in Japan for “best marine engineering of 2024,” and, likewise, HANARIA was awarded with “ship of the year 2024” by the Japan Society of Naval Architects and Ocean Engineers. The ship has been operational since April 2024 [20].


Demonstrated by these projects, modern marine technology is increasingly focused on integrating hydrogen propulsion into commercial and public maritime transport, marking the shift from small-scale demonstrations. With the employment of hydrogen fuel cells, hydrogen can be a major player towards reaching net-zero emissions, but is faced with insufficient storage capacity, low energy density, and limited bunkering infrastructure. Moreover, hydrogen’s low volumetric energy density makes it impractical for high-fuel demand vessels like cargo ships and tankers, as needed for larger storage [21]. The industry is confronting these challenges by using cryogenic tanks; this stores the hydrogen at extremely low temperatures (-253°C) to increase density, though this needs significant energy, specialized insulation, and more precautions. Solid- state storage materials chemically bind hydrogen for more compact and safer containment but are still in development [21]. Therefore, an alternative approach uses ammonia as a hydrogen carrier. Ammonia, compared to hydrogen, is more volumetrically dense and stable, making it more suitable for transport. The ammonia onboard can be cracked back into hydrogen using catalysts. However, this conversion process is still inefficient because of substantial heat requirements [22]. Beyond storage technology, a lack of adequate infrastructure further restricts hydrogen’s immediate viability, as hydrogen bunkering facilities are scarce and under development.


Ammonia


Ammonia is another promising candidate for the zero-emission future of marine technology, although more nascent in development than newer fuels such as hydrogen. Both hydrogen and ammonia are carbon-free molecules that can be produced in a “green” manner by using renewable energy and electrolysis instead of fossil fuels. Furthermore, in comparison to hydrogen, ammonia has a particular advantage of being ‘easier to handle’ compared to hydrogen. Ammonia can be stored at -33 ℃, while hydrogen needs cryogenic (-253 ℃) or high-pressure conditions for storage [22], [23]. Also, due to ammonia being one of the most traded chemicals in the world as fertilizer products, there are well- established global storage tanks, pipelines, and port terminals.


Despite its promising theoretical advantages, ammonia faces several hurdles that have delayed its development and usage as a fuel, including its toxicity, combustion challenges (slow and difficult to ignite/burn, ammonia slip), nitrogen oxide emissions, and insufficient development in the scaling of producing green ammonia. Despite the many challenges and intimidation factors for using ammonia, significant advancements have been made, specifically in the innovation of engines, creation of functioning vessels, and the overall step towards ammonia as a possible fuel.


At a land-based testing facility in Perth, Australia, a mining company named Fortescue successfully converted two four- stroke engines to function on a dual-fuel system consisting of ammonia and diesel. This retrofitted engine was installed in a vessel called the Green Pioneer, demonstrating the adaptability of alternative and even synergistic fuel sources within existing engine systems. The ship is seen as a symbol for marine- engineering ammonia, as the vessel has been presented as a


The trial involved using the retrofitted four-stroke engines as proxies for actual ammonia-fueled engines under development. A highlighted result was combustion, considering the compound’s poor burning efficiency and emissions. The post-combustion of nitrogen oxide met local air quality levels, but diesel/pilot fuel (used to help ignite ammonia) and nitrous oxide still need to be reduced [24]. In contrast, traditional diesel engines achieve high combustion efficiency, with known nitrogen oxide emissions that are controlled using selective catalytic reduction or exhaust gas recirculation. Further, diesel engines do emit carbon dioxide, but do not require pilot fuels for ignition, and their energy density permits longer travel. The Green Pioneer showcases the potential of ammonia as a fuel source but is still immature to be widely implemented.


Ammonia-focused energy provider Amogy’s marine vessel, the NH₃ Kraken, completed its first voyage whilst being completely carbon-free and ammonia-powered. Originally a tugboat constructed in 1957, the NH₃ Kraken was retrofitted with an ammonia-to-electrical power system and sailed on the Hudson River. This specialized design breaks down liquid green ammonia into hydrogen and nitrogen, with hydrogen channeled into a fuel cell to create carbon-free power. Amogy’s missions and projects aim to change the fuel setting to be more carbon-free, especially considering the widespread use and abundance of ammonia [25]. Although the functioning of the vessel serves as a step towards ammonia as an alternative fuel, there are still existing obstacles: energy density, storage challenges, engine efficiency, and, mentioned earlier, nitrogen oxide emissions.


The previously mentioned technology group, Wärtsilä, has officially partnered with Norwegian shipowner Eidevisk to convert Viking Energy, a platform supply vessel, to run on ammonia by the first half of 2026. Introduced in November 2023, Wärtsilä’s ammonia solution enables up to 90% reduction in greenhouse gas emissions compared to diesel engines based on controlled lab testing. However, nitrogen oxide emissions remain a concern, requiring selective catalytic reduction to be cleaner [26, 27]. The engine is based on low-pressure Otto-cycle dual-fuel technology originally developed for LNG, making it compatible with current, existing modern engines. Wärtsilä claims current decarbonization methods can reduce shipping emissions up to 27%, but greener fuels like ammonia are needed to eliminate that remaining 73% [28].


Ultimately, the experimentation and advancements with ammonia are continuing to gain credibility—although there are many unanswered issues; advancements prove ammonia’s potential to be an alternative marine fuel. While LNG has already gained traction commercially, it is evident that emerging zero-emission-capable fuels such as methanol, hydrogen, and ammonia are gaining popularity. Table 2 provides a contextual overview regarding vessels on order and in operation.


Table 2: Numbers on operational and on-order alternative fuel vessels, as of 2024 [29].


Type of Alternative Fuel


Methanol Hydrogen Ammonia


Conclusion


The rapid pace of advancements in LNG, methanol, hydrogen, and ammonia over the past two years proves how the maritime industry is already taking immediate action in reimagining a greener era of transportation. LNG continues to serve as a transitional fuel with improved methane slip reduction, while methanol has reached commercial viability through successful large-scale bunkering operations such as Maersk’s trial in 2023. Bio-methanol is also being largely produced, hinting at initiative to invest into alternative fuel infrastructure. Likewise, hydrogen and ammonia have moved beyond laboratory testing, with vessels like Amogy’s Green Pioneer functioning carbon-free propulsion and the HANARIA commercially utilizing hydrogen fuel cells. Despite these advancements, overarching challenges remain, including limited global infrastructure, lower energy


Operational or Built


34 14 3


On Order


244 29 26


density, combustion inefficiency, and persistent nitrogen oxide emissions (particularly in ammonia-based technology). Addressing these obstacles requires engineering innovations, such as refined dual-fuel systems, enhanced selective catalytic reduction, and ammonia-cracking technology to improve combustion efficiency and flexibility in fuel.


Ultimately, the progress accomplished within the past two years heavily emphasizes the possibility of greener marine fuel alternatives. As new vessels are launched, ports expand bunkering systems, and fuel is further cleaned. The maritime sector looks ahead to an emerging era of a zero-emission standard.


Works Cited:


[1] T. Furusaki and M. Asmussen, “The role of maritime fuel projects in decarbonizing shipping,” World Economic Forum, Apr. 18, 2024. Available: The role of maritime fuel projects in decarbonizing shipping | World Economic Forum.


[2] International Energy Agency (IEA), “International shipping,” IEA, 2022. Available: International shipping - IEA.


[3] International Maritime Organization, “IMO2020 fuel oil sulphur limit – cleaner air, healthier planet,” IMO, 28 Jan. 2021. Available: https://www.imo.org/en/mediacentre/pressbriefings/pages/02- imo-2020.aspx.


[4] J. Boekhoff, “Understand your shipping emissions,” CarbonChain, Nov. 1, 2022. Available: Understand your shipping emissions.


[5] SEAM, “The Promising Fuel Options of the Maritime Energy Transition,” SEAM Insights, May 7, 2024. Available: The Promising Fuel Options of the Maritime Energy Transition - SEAM


[6] Wärtsilä, “Wärtsilä expands methane slip reduction capabilities by introducing NextDF technology for third engine,” Press Release, Apr. 30, 2025. Available: Wärtsilä expands methane slip reduction capabilities by introducing NextDF technology for third engine.


[7] SEA-LNG, The LNG Pathway: Mid-Year Market Review, July 2025. Available: 18318_SEA-LNG_2025_Mid-Year_Review_v3.pdf.


[8] “MAN Energy introduces auxiliary engine aimed at reducing emissions,” World Oil, 12 June 2023. Available: MAN Energy introduces auxiliary engine aimed at reducing emissions.


[9] MAN Energy Solutions, “New Project Aims to Significantly Reduce Four-Stroke Methane Slip,” MAN Energy Solutions, 20 Nov. 2023. Available: New Project Aims to Significantly Reduce Four-Stroke Methane Slip


[10] MAN Energy Solutions, “MAN L35/44DF CD GenSet Passes Type Approval Test,” Press Release, 19 May 2025. Available: MAN L35/44DF CD GenSet Passes Type Approval Test.


[11] Wärtsilä, “How Innovative NextDF Technology Is an Easy Way to Reduce Methane Emissions,” Wärtsilä Insights, 18 Feb. 2025. Available: How innovative NextDF technology is an easy way to reduce methane emissions


[12] J. Berger, “Bio-LNG for Seagoing Vessels – Direct CO₂ Reduction without Retrofit,” Berger Maritiem, Jun. 22, 2025. Available: Bio-LNG in 2025: Direct Emissions Reduction for LNG- Powered Vessels.


[13] D. Parris, “Methanol, a plugin marine fuel for greenhouse gas reduction,” Energies, vol. 17, no. 3, p. 605, 2024. Available: Methanol, a Plugin Marine Fuel for Green House Gas Reduction—A Review.


[14] Reuters, “Maersk’s methanol ship makes maiden refuelling in Rotterdam,” Reuters, Aug. 29, 2023. Available: Maersk’s methanol ship makes maiden refuelling in Rotterdam | Reuters.


[15] Reuters, “X-Press Feeders completes its first bio-methanol bunkering at Singapore,” Reuters, May 27, 2024. Available: X-Press Feeders completes its first bio-methanol bunkering at Singapore | Reuters.


[16] U.S. Department of Energy, “Fuel Cell Basics,” Office of Energy Efficiency & Renewable Energy. Available: Fuel Cell Basics | Department of Energy.


[17] A. Rossi, “Electrolyzer and Hydrogen Fuel Cell Safety,” Electrolyzer, Green Energy, Mar. 14, 2023. Available: Electrolyzer and Hydrogen Fuel Cell Safety | TotalShield


[18] C. Conley, “Next-Gen Marine Fuels Power Progress, Yet Challenges Remain,” WorkBoat, 14 July 2025. Available: www. workboat.com/next-gen-marine-fuels-power-progress--yet- challenges-remain


16


PIN - ANNUAL BUYERS’ GUIDE 2026


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56  |  Page 57  |  Page 58  |  Page 59  |  Page 60  |  Page 61  |  Page 62  |  Page 63  |  Page 64  |  Page 65  |  Page 66  |  Page 67  |  Page 68  |  Page 69  |  Page 70  |  Page 71  |  Page 72  |  Page 73  |  Page 74  |  Page 75  |  Page 76  |  Page 77  |  Page 78  |  Page 79  |  Page 80  |  Page 81  |  Page 82  |  Page 83  |  Page 84  |  Page 85  |  Page 86  |  Page 87  |  Page 88