Global shipping is preparing to run on new fuels, but the rules meant to enforce the shift are not yet finalized.

The International Maritime Organization (IMO) is due to resume its vote on the Net-Zero Framework on December 4, 2026, subject to confirmation at a committee meeting from November 30 to December 3. [1] Member states set that date at a London meeting that ended on May 1, where they agreed to rebuild consensus. [1] The framework pairs a mandatory fuel standard with emissions pricing. Ships whose fuel emits more greenhouse gas than allowed would have to offset the excess, either with surplus units from cleaner ships or by paying into an IMO fund. [2] The framework is designed to deliver the IMO's 2023 goal of net-zero shipping emissions by or around 2050. [3]

The positions remain far apart. A working group meeting in London on September 1–4 ended without agreement, with the U.S. and Saudi Arabia still opposed. [4] In March, the U.S. asked the IMO to drop the framework, warning of “dire economic consequences” for shipping, energy producers, and consumers. [5] Japan has floated changes that include easing the emissions targets and ending mandatory payments into the framework's fund. [6] The framework stalled in October 2025, when member states voted 57 to 49 to adjourn for a year, after opposition led by the U.S. [7] The draft had been approved in April 2025, a step short of binding adoption. [2]

Ports Are Building Anyway

Ports are preparing existing terminals to handle a wider range of fuels. Photo: Bluesandisland/Envato Elements

Singapore has awarded five-year licenses to three methanol fuel suppliers, valid from January 1, 2026. [8] In Western Australia, Pilbara Ports (which operates the Ports of Dampier and Port Hedland) and Yara Pilbara (an ammonia producer) signed a memorandum of understanding in March. They plan to work together on facilities for refueling ships with ammonia and on training in safe ammonia handling. [9] North Sea Port, which spans the Netherlands and Belgium, said in February that an independent risk analysis confirmed it can safely refuel ships with liquefied natural gas (LNG), hydrogen, methanol, and ammonia. [10] Controlled trial operations are due to follow. [10]

Joel Moser, founder and CEO of climate tech company First Ammonia, said shipbuilders and engine makers are already preparing for ammonia. Speaking on the Earn The Right Podcast, he explained: “Ship engine companies have developed ammonia-fueled ship engines, and people are now fabricating ships which will sail on ammonia." [11] The first ships are arriving. Exmar took delivery this year of what it describes as the first oceangoing dual-fuel ammonia vessel. [12] Ammonia is still early in the order book, though. Four of the 137 alternative-fuel ships ordered in the first half of 2026 run on it, against 73 on LNG. [12] DNV recorded no ammonia-capable orders in September, a month with 69 alternative-fuel orders in total. [13]

Moser said every marine fuel has risks: “Petroleum fuels are flammable. Hydrogen’s explosive. Ammonia’s toxic.” But he pointed to ammonia’s record, saying “there are safe handling protocols” and calling it “a 100-year history of safe use and handling.” As ammonia moves into shipping, he added, “the safety protocols, both on board and in port, are being developed currently, and safe handling is very important.” [11]

Ports, fuel suppliers, and some shipowners are committing capital ahead of the vote. Infrastructure of this kind will typically stay in service for decades.