From Concept to Reality: Exmar Takes Delivery of First Ammonia-Fuelled Oceangoing Ship

The first in a series of ofur midsize gas carriers, Antwerpen will act as a proving ground for ammonia as a marine fuel, advancing low- and zero-carbon fuels and informing future vessel design

Up to this point, ammonia as a marine fuel has been largely confined to testbeds. But in a pivotal moment for low- and zero-carbon fuels for shipping on 10 June, Belgian shipowner Exmar took delivery of the 27,055-dwt midsize gas carrier Antwerpen, the world’s first ammonia dual-fuelled oceangoing vessel.

As the first in a series of four such vessels, Antwerpen will serve as the proving ground for ammonia’s viability as a marine fuel.

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But Exmar Group chief executive, Carl-Antoine Saverys, expressed confidence and commitment in his company’s pioneering efforts. “Ammonia propulsion is no longer theoretical – we are deploying it,” said Mr Saverys. “Change comes through execution, not debate,” he said.

Built by South Korea’s HD Hyundai Heavy Industries (HD HHI), Antwerpen can carry 46,000 m³ of ammonia or LPG, and when operating on low-carbon ammonia fuel (blue or green ammonia) will exceed current IMO emissions reduction targets, reducing greenhouse gases (GHG) by up to 90% compared to conventionally fuelled ships.

Ammonia (NH3) is viewed by Exmar and others as an attractive alternative to fossil fuels to reduce ship emissions and regional carbon taxes because it is a widely traded commodity, an excellent hydrogen carrier, and does not contain a carbon atom. But it is highly toxic, requiring operational and technical measures to safeguard the crew, environment, and ship during handling and operation.

To develop the design of these new midsize multi-gas carriers and minimise the risks of using ammonia as a fuel, the Belgian shipowner collaborated closely with key maritime technology partners. In 2021, Exmar received an approval in principle from Lloyd’s Register (LR) for an ammonia-fuelled midsize carrier, demonstrating the technical feasibility and safety of ammonia as marine fuel, and in 2022, launched a joint development project with HD HHI, engine designer WinGD, fuel gas supply system specialist Wärtsilä Gas Solutions (now Nord Gas Solutions), and LR.

Sebastian Hensel (WinGD): "“With this engine, we’re offering shipowners real choice when it comes to investing in the fleet of the future" (source: WinGD)

Ammonia Propulsion

Propulsion power is supplied by a two-stroke, slow-speed ammonia dual-fuel WinGD X52DF-A-1.0 engine. WinGD’s X-DF-A engine operates on a high-pressure ammonia-injection cycle and is equipped with selective catalytic reduction (SCR) technology to carefully manage nitrogen oxide (NOx) and nitrous oxide (N2O) emissions produced during combustion. Both NOx and N2O are powerful greenhouse gases.

As ammonia does not ignite easily, it requires about 5% pilot fuel in ammonia mode at 100% load.

The Swiss engine designer maintains that the engine’s performance in both ammonia and diesel modes is comparable to its established diesel-fuelled X-engine range. This was further confirmed during sea trials of Antwerpen in South Korea.

But after years of research and testing, WinGD is confident that its first high-pressure dual-fuel engine is the right platform to support owners who choose ammonia as their decarbonisation path.

WinGD reports that it has secured orders for 40 X-DF-A engines for gas carriers, bulkers, tankers, and container ships.

“By bringing together expertise from across the maritime value chain, we have demonstrated that ammonia propulsion can move from concept to commercial reality through safe, reliable, and fully automated engine technology,” said WinGD vice president R&D, Sebastian Hensel.

Mr Hensel’s colleague, Sotiris Topaloglou, global head of Testing & Validation, observed that 2026 “has been a year of milestones for ammonia as a next-generation marine fuel,” noting that factory and type acceptance testing for the company’s X-DF-A engine and sea trials for Antwerpen occurred this year. He said, “This follows many years of research, extensive testing, and rigorous validation to overcome all the technical challenges and deliver a propulsion solution that is not only safe but delivers the emissions cuts this industry needs to meet its 2050 net zero target.”

Added Mr Hensel, “With this engine, we’re offering shipowners real choice when it comes to investing in the fleet of the future: a safe and efficient dual-fuel engine that ensures compliance with today’s regulatory rules while being fully ready to meet the tighter emissions limits of tomorrow”.

Operating on blue or green ammonia will help mitigate carbon taxes under the EU Emissions Trading System and FuelEU Maritime regulations. The owner notes that maritime penalties can be reduced and even avoided by sailing on blue and green ammonia, and will lower the ship’s Carbon Intensity Index as ammonia is carbon-free.

“Using clean ammonia as fuel can also positively impact the carbon intensity of the cargo,” said Exmar. “When the ammonia cargo is intended to qualify as Renewable Fuels of Non-Biological Origin (RFNBO) under the European Union Renewable Energy Directive (EU RED), its overall lifecycle emissions must remain below approximately 28 g CO2e per MJ. In this context, using clean ammonia as fuel provides a significant advantage in meeting this requirement.”

When transporting ammonia, Antwerpen will be able to use a portion of the cargo as fuel.

When carrying LPG, the ship will be bunkered via the cargo manifold. The vessel is designed to allow a smooth bunker operation of the deck tanks, maintaining full segregation from the cargo.

Ammonia will be used during oceangoing operations. At below 25% engine loads, such as during manoeuvring or cargo operations in port, the vessel will switch to compliant fuel.

Regulatory Landscape Evolves

While Exmar has been operating in the ammonia trades for more than 40 years, the Antwerp-based gas shipowner and infrastructure developer has broken new ground with the use of ammonia as fuel in shipping. The regulatory framework for using ammonia as fuel on gas carriers is still evolving, but it is becoming clearer. At the start of the project, the International Maritime Organization (IMO) IGC Code (section 16.9.2) did not permit the use of ammonia as fuel. But amendments to the IGC Code were approved and adopted at MSC 109, enabling the use of ammonia as fuel on ammonia carriers by July 2026.

In May, new safety guidelines for the use of ammonia as fuel on gas carriers were approved at the 111th Session of IMO’s Maritime Safety Committee (MSC 111), providing a clearer path for the commercial operation of ammonia-fuelled ships. The interim guidelines provide a practical framework to manage the safety risks associated with ammonia as a fuel, complementing Chapter 16 of the IGC Code, and allow the use of cargo as fuel on gas carriers.

The guidelines were developed through collaboration between Exmar, LR, and the Belgian Federal Public Service Mobility and Transport (FPS Mobility).

Antwerpen and its sister, Arlon, were named in ceremonies at HD HHI in April. HD HHI will deliver the third in the series later this year and the fourth in early 2027. Named after Belgian cities that start with the letter “A”, all the vessels will be owned by Exmar LPG France. As the first ammonia-fuelled oceangoing vessels to enter operation, the operational experience from these Exmar midsize gas carriers will play a key role in further shaping and refining future regulations.