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For the first time in modern history, ocean-going ships will start burning ammonia instead of diesel — a substance that for a century was synonymous with fertilizer can now power a global fleet of 50,000 vessels without emitting a single ton of CO₂
Green ammonia is about to experience its biggest commercial leap. In 2026, the Norwegian container ship Yara Eyde will enter operation on the Oslo-Porsgrunn-Hamburg-Bremerhaven route, being the first of its kind in the world to sail with an ammonia engine as its primary fuel.
The number that matters is simple and impressive: the Yara Eyde will cut approximately 11,000 tons of CO₂ per year, according to Yara International. This is equivalent to taking about 2,400 internal combustion cars out of circulation for 12 full months, every year.
In parallel, also in 2026, Equinor — the Norwegian offshore oil giant — will convert the support vessel Viking Energy to also operate with green ammonia, as detailed by InfoMoney. With this, oil platforms in the North Sea will be served by zero-carbon vessels, closing the decarbonization cycle even in oil and gas operations.
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What is green ammonia and why does it matter for ships
Ammonia (NH₃) is a molecule composed of nitrogen and hydrogen. In fact, for over a hundred years it has been industrially manufactured to produce fertilizers via the Haber-Bosch process — the food basis of modern agriculture on the planet.
The term “green” indicates the origin of manufacturing. Green ammonia is produced via water electrolysis with 100% renewable energy — solar or wind — generating clean hydrogen, which then reacts with nitrogen from the air to form ammonia. Unlike the “gray” version (made from natural gas) or “blue” version (with partial carbon capture), the green version has a practically zero carbon footprint.
For the shipping sector, the key point is that ammonia does not emit CO₂ upon combustion. When burned inside a marine engine, it releases only nitrogen (78% of the atmosphere) and water. It is the holy grail of global shipping decarbonization.
In comparison, traditional marine diesel (HFO) emits about 3 tons of CO₂ per ton burned. LNG — the current alternative — reduces these emissions by only 20% to 30%. Green methanol reaches -95%. Green ammonia, however, delivers direct zero carbon, with no compromises.
Yara Eyde: the world’s first ammonia-powered container ship
The Yara Eyde is the result of a joint venture between three Norwegian companies: Yara Clean Ammonia (fuel supplier), North Sea Container Line (operator), and Yara International (cargo owner). It will be operated by the subsidiary NCL Oslofjord.
The route is symbolic. The ship will cross the North Sea transporting fertilizers — Yara’s main product — between Norwegian factories and German ports. In this context, the ship carrying fertilizers will use fertilizer as fuel, closing an unprecedented industrial cycle in global navigation.
As recently reported by Click Petróleo e Gás, the Yara Eyde will initially operate with a mix of green and blue ammonia. The goal is, as infrastructure increases, to migrate to 100% green within the next five years.
Indeed, the Yara Eyde represents just the beginning. In parallel, nine more giant ships — with up to 210,000 deadweight tons (DWT) — already have firm orders for dual-fuel ammonia engines, according to a report by Click Petróleo e Gás.
Viking Energy: Equinor decarbonizes even offshore platforms
If the Yara Eyde inaugurates the era of green ammonia in cargo transport, the Viking Energy opens a new front — serving offshore oil platforms. The vessel is a PSV (Platform Supply Vessel), responsible for carrying supplies to oil and gas production platforms.
As stated by Equinor, in an official statement cited by Portos e Navios, the conversion of the Viking Energy begins in early 2026 and full operation is planned for the end of the first half of the year.
In other words, ships supplying oil platforms will burn green ammonia. For Equinor, it’s a public relations strategy, internal decarbonization, and anticipation of increasingly strict emission rules in the North Sea.
Consequently, Equinor’s case sets an important precedent. If the largest Norwegian oil company — historically associated with offshore oil — adopts ammonia in its own vessels, this signals to the rest of the oil and gas sector that the transition is viable now, not just as future rhetoric.
MAN Energy Solutions: ammonia engine enters commercial operation after 2027
The German manufacturer MAN Energy Solutions is a key player in the chain. The company develops dual-fuel engines — capable of operating with ammonia or traditional diesel — which will be used in the first commercial ships. MAN’s first engine is expected to be installed in a Japanese ship in 2026.
As stated by Uwe Lauber, CEO of MAN Energy Solutions, “the ammonia-powered ship will take a year or two to undergo testing, while fuel supply, bunkering infrastructure, and safety standards will have to be established.”
Indeed, the numbers show the scale. MAN has about 20,000 marine engines in operation worldwide. It is estimated that between 3,000 and 5,000 of them are adaptable to operate with green ammonia — requiring only the replacement of injectors, intake systems, and electronic configuration.
Furthermore, the unit conversion cost varies between US$25 million and US$50 million per ship, depending on age and complexity. A high volume, but viable for commercial fleets that need to meet the climate goals of the International Maritime Organization (IMO).
IMO’s climate goals and the global fleet of 50,000 ships
Behind the entire race is the regulatory clock. The IMO has defined that the global shipping sector needs to cut greenhouse gas emissions by 50% by 2050, with an intermediate target of 40% by 2030 — always compared to the 2008 baseline.
To achieve this goal, the global fleet of approximately 50,000 merchant ships needs to transition from fossil fuels to alternative ones. The options are few: LNG (only reduces emissions), green methanol (expensive), hydrogen (difficult to store), and green ammonia.
In comparison, ammonia wins in volumetric energy density. One kilogram of ammonia stores more energy than one kilogram of hydrogen at pressures acceptable for ships — without requiring cryogenic tanks at -253 °C as liquid hydrogen does.
According to Lloyd’s Register, at that time, two-thirds of the ships ordered in shipyards worldwide in the last 18 months were already prepared to operate with an alternative fuel. Ammonia leads the choices.
The risks of green ammonia: toxic fuel requires strict protocols
Despite its potential, there is an important caveat: ammonia is highly toxic to humans even at low concentrations. Leaks can cause severe respiratory damage to crews and populations in ports.
In parallel, new safety protocols are being developed by the IMO in partnership with engine manufacturers and shipowners. Detection systems, forced ventilation, cabin pressurization, and crew training are part of the mandatory package.
Furthermore, bunkering infrastructure is still nascent. Today, only 35 ports worldwide offer marine methanol, compared to 276 with LNG. For ammonia, the number is even smaller — specialized terminals are being
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