Torben Norgaard, Chief Technology & Analytics Officer of Maersk Mc-Kinney Moller Center for Zero Carbon Shipping (MMMCZCS), was recently interviewed by Singapore-based bunkering publication Manifold Times on the readiness of the maritime industry to enter large-scale deployment of green marine fuels, particularly in Singapore and Asia: 

MT: How prepared is the industry to move on from pilot projects to large-scale deployment of alternative bunker fuels, particularly in Singapore and Asia? When do you see Singapore and Asia being able to achieve this?

With recent developments seen in Singapore, releasing bunker licenses that allow bunkering of methanol, the port is progressing with establishing port frameworks that allow for bunkering of alternative fuels within the port.

Deep sea shipping depends on a worldwide bunker network and infrastructure to be established; hence, a lot of work remains to see large-scale deployment across the region and scaling.

MT: What are the challenges counterparties within the bunkering and maritime industries would need to overcome in order to succeed in this?

There are a number of challenges and barriers that need to be addressed to enter large-scale deployment:

• Safety, Competence & Risk Management (Measures, Controls and Frameworks will differ to account for individual fuel properties)
• Infrastructure and port readiness hereunder progress on local frameworks that permit green fuels bunker operations to take place
• Regulatory reform and ecosystem coordination
• Fuel availability
• Commercial viability.

MT: What is the most pressing obstacle that needs to be addressed when it comes to infrastructure to support the global uptake of ammonia, methanol, or hydrogen as marine fuels? What can be done to accelerate the infrastructure needed?

The cost gap (green premium) remains a hurdle. Regulation is needed to create a level playing field between fossil fuels and low-carbon alternatives, whether it is molecules or electrons. Funding is needed to support the development of the infrastructure. Bio LNG has an advantage because the infrastructure for fossil LNG has already been developed and implemented over the last couple of decades. But for fuels like methanol and ammonia, the bunkering infrastructure must be built from scratch.

In our work, we can see that it is not always clear who is positioned to pay for the new infrastructure. For instance, under the FuelEU Maritime, Onshore Power Supply (OPS) must be made available in EU ports by 2030. We have spoken to some European ports, and they tell us that it is not clear whether the individual terminals or the port authorities must pay. Can they apply for any public funding? Or maybe a combination of some of these or all of them. Subsequently, it then must be clear who owns, manages and maintains the equipment and how they can charge for the use. Specifically for OPS, will the grid be able to deliver sufficient power? If not, what must be done to cover the need? It is not up to one entity to decide and answer these questions. It will require collaboration across the entire value chain, and specifically around the ports the cities, governments, port authorities, and all different types of operators must collaborate to find the solutions that are relevant and applicable in their region.

MT: What do you see as the most realistic green fuels for shipping over the next decade, and what milestones must be achieved to scale them?

New fuels are likely to reach the maritime industry in waves. As infrastructure and energy systems continue to evolve and service across industry segments. The first wave, already well underway, constitutes biobased fuels with drop-in capability. These could be biooils and biomethane. Subject to the sustainability of production, bioethanol also has the potential to serve as an interim fuel either as a biooil blend or as a cost-effective methanol replacement. For shortsea and regional shipping, we see direct electrification having potential within the next decade. Ammonia as a fuel is on the path to be de-risked, and commercial application is ready in 2026 and will start to scale.

MT: What is the latest research the centre has completed on green marine fuels, and how can the findings help the maritime industry achieve net-zero emissions?

With a strong portfolio of global leading industry partners, we continue to work towards the mission of bringing the maritime industry to net zero by 2050. We work on technology demonstrations, industry safety and standards, business frameworks and timely regulatory design to ensure that both ecosystem pull and technology push are activated. Current activities include strategy development for the deployment of infrastructure at ports supporting direct electrification and making available a robust foundation for assessing full lifecycle well-to-wake emissions for specific pathways.

MT: Do you think the green emissions goals of IMO 2030/2050 will be met in time with their respective deadlines?

IMO members have set out their ambition to achieve 2030/50 targets in the IMO GHG strategy, adopted unanimously in 2023. Global regulation is the best way to implement that ambition. There is an historic opportunity this autumn when discussion resumes to achieve a positive outcome and global regulation that can drive investment in new technologies, strengthening the industry as it transitions to the next generation of energy.

Torben Norgaard will be speaking at the upcoming Asia Pacific Maritime (APM) 2026 during the Panel Discussion: Scaling Green Fuels for Net-Zero Shipping on 25 March at 12:00 – 12:50 and Panel Discussion: The Future of Electrification in Shipping: What’s Next? on 26 March at 10:30 – 11:20.

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 11 March, 2026