A plant in Japan just started making ammonia from local natural gas and putting the carbon back underground. INPEX began producing blue ammonia at its demonstration project in Niigata and is now supplying it to Mitsubishi Gas Chemical. The CO2 from the process is injected into a depleted gas field nearby. The plant also uses a newer catalyst that makes ammonia at lower heat and pressure than the century old Haber Bosch process, which could mean smaller plants built closer to the people who use them. Smaller plants closer to users mean more local tanks, more short trips and more handovers. That last stretch has to be just as safe as the plant itself. hydrocarbonprocessing.com/ne…

A farmer cooperative is putting its own money into making ammonia. GROWMARK, which serves nearly 400,000 farmers and customers, just took a minority stake in Wabash Valley Resources. The Indiana plant is designed to make 500,000 metric tons of anhydrous ammonia a year for the Eastern Corn Belt, with operations expected in 2029. When the people who sell fertilizer to farmers invest in making it, they are betting on reliable supply through the season. That supply still has to be stored, moved and handed over safely between the plant and the field. agrimarketing.com/s/158480 #ammonia #fertilizer

Ammonia may soon be made a lot closer to the farm. USDA last week selected TalusAg to place 20 small modular ammonia units at 11 sites in seven farm states. According to USDA, they are expected to make about 130,000 tons of anhydrous ammonia a year. A shorter trip is good news for farmers. The last steps stay the same: tanks that hold ammonia safely until fall or spring application, and nurse tanks that carry it down rural roads to the row. usda.gov/about-usda/news/pre… #ammonia #fertilizer

Ports used to sell ships one kind of fuel. The busiest ones are turning into multi fuel stations. Zhoushan in eastern China, one of Asia's busiest ship refueling hubs, now supplies marine biofuel, LNG, methanol and green ammonia. Officials say about 45,000 metric tons of biofuel have already been blended there, and this month the port handled the first commercial ship to ship refueling with green ammonia. The part that gets less attention is everything behind the hose: the tanks, the storage and the supply routes for each fuel. Ships can switch engines over a few years. Ports have to be ready to store and hand over several fuels at once, safely. That last mile is what we think about every day at AmHyTech. manifoldtimes.com/news/ipec-…

About a fifth of the ammonia sold between countries normally passes through one narrow stretch of water. A new S&P Global Institute report says roughly 29% of global urea trade and about 21% of merchant ammonia usually move through the Strait of Hormuz. With that route disrupted, the authors warn farmers in exposed regions may use less fertilizer or plant less, and food markets could feel it in 2027. Fertilizer runs on a calendar. A cargo that shows up a few weeks late can miss the planting window entirely. That is why supply that sits closer to the field matters: more storage near farms and ports, and more ways to deliver ammonia safely when the usual route is blocked. fertilizerdaily.com/20261020…

Almost every big data center has a row of diesel generators that sit idle for all but a few hundred hours a year. Their one job is keeping servers on when the grid fails. A new Hydrogen Europe guide for data center operators says those backup fleets could switch to hydrogen, and even help the grid instead of just waiting for blackouts. Backup alone needs surprisingly little fuel, about 5 metric tons of hydrogen a year per megawatt by its estimate. The catch is not the generators. The report says the hard part is onsite storage and reliable delivery, and it names ammonia as one of the clean fuels that is easier to store and handle than hydrogen gas. That is the part we think about every day. Clean backup power is only as good as the tank behind it and the truck that refills it safely. hydrogeneurope.eu/wp-content…

Why don't cargo ships just switch to clean fuel tomorrow? Mostly, it comes down to cost. DNV estimates a new ammonia fueled ship costs about 15 to 20% more to build than a conventional one. Green ammonia in Europe runs roughly five times the price of diesel for the same energy. And ammonia needs nearly three times the tank space, so ships refuel more often. So why are owners ordering these ships anyway? They are betting on long term cargo contracts, rising costs for emissions and tighter rules, especially in Europe. CMB.TECH alone plans 21 ammonia powered ships by 2029. More refueling stops mean more ammonia stored at ports and more transfers that have to be done right. That is the part we focus on: storing and delivering ammonia safely, all the way to the last tank. freightwaves.com/news/worlds…

Singapore just wrote the safety rulebook before the ammonia fuel arrives. The Ministry of Manpower released its first Ammonia Safety Guidelines this month, written for ammonia used as a clean fuel and hydrogen carrier. It covers how ammonia is stored in tanks, moved by truck, container, pipeline and ship, transferred between them, and handled in an emergency. Ammonia itself isn't new. Industry has handled it for fertilizer, refrigeration and chemicals for generations. What's new is using it as fuel, which means larger amounts, more handovers and more people working near it. Writing the rules before the volumes show up is the right order. Every new tank, truck and transfer point needs the same basics: good design, gas detection, clear procedures and trained people. That last mile of tanks and transfers is the part we think about every day at AmHyTech. mom.gov.sg/-/media/mom/docum…

Hydrogen is hard to ship. Ammonia is much easier. So what happens when it arrives? Amogy plans to test its ammonia cracking system on Singapore's Jurong Island in 2027, working with the research agency A*STAR. Cracking simply means breaking ammonia back into hydrogen and nitrogen right where the hydrogen is needed. The pilot unit is designed to make up to one ton of hydrogen a day under real industrial conditions. This matters because ammonia already moves around the world by ship, so it can bring clean hydrogen to places that cannot easily make their own. Tests like this show whether that last step works at industrial scale. Every one of those deliveries still ends at a tank, and that is where we focus: storing and handling ammonia safely before it becomes hydrogen. shipandbunker.com/news/apac/…

Not every clean ship has to be a new ship. Maersk Tankers' plan to retrofit four of its very large ammonia carriers so they can run on ammonia, the same cargo they already carry, has been selected for EU Innovation Fund support. The project expects to avoid more than 1.2 million tonnes of CO2 equivalent over ten years. Grant terms are still being finalized, and the company says going ahead depends on customer commitments. Upgrading ships already on the water matters, because a ship built today can sail for decades. It also means more ammonia moving through ports and more fuel transfers that have to be done safely. That is the part we focus on: storing and delivering ammonia safely, from terminal tank to ship. worldports.org/maersk-tanker…

Why do Midwest farmers watch soil thermometers before fall fertilizer goes on? The rule of thumb is "fifty and falling." Farmers wait until soil four inches down is 50°F and cooling before they inject anhydrous ammonia. In cold soil, microbes work slowly, so more nitrogen stays put over winter for next year's corn instead of washing into streams. Iowa officials this week also urged inhibitors and cover crops to cut losses further. Good for yields, good for water, and it saves money when ammonia costs this much. It also means a lot of ammonia has to move in a short window once the ground cools. Safe storage near the farm and reliable last mile delivery help farmers hit that window. iowadnr.gov/news-release/202…

Ammonia plants make more than fertilizer. They also help put the fizz in your soda. When ammonia is made from natural gas, carbon dioxide comes out as a byproduct. In Europe, that CO2 has been a major source for sparkling drinks, food packaging and food processing. Now high gas prices have pushed Yara to cut European ammonia output, and its executives cite estimates that 25 to 28% of the region's ammonia is offline. One said it looks a lot like 2021 and 2022, when plant closures also squeezed CO2 supply. Fewer local plants means more imported ammonia moving by ship, rail and truck. Every one of those tanks and transfers has to be safe. That last mile is where AmHyTech focuses. expanamarkets.com/insights/a… #ammonia #fertilizer

Happy Mole Day from a team that thinks about ammonia all day. October 23 celebrates a famous chemistry number: 6.02 x 10²³, the count of molecules in one "mole" of anything. For ammonia, one mole weighs about 17 grams. So a single metric ton of ammonia holds roughly 59,000 moles, and every one of those moles holds that giant number of molecules. That ammonia feeds crops as fertilizer, helps clean truck exhaust, and is starting to fuel ships. All of it has to be stored and delivered safely, from the plant to the farm, the port and the fuel tank. That last mile is where AmHyTech focuses. moleday.org/ #ammonia #chemistry

Japan just started making cleaner ammonia at home, from start to finish. INPEX has begun producing ammonia at its Kashiwazaki Hydrogen Park in Niigata and supplying it to Mitsubishi Gas Chemical. The gas comes from a nearby Japanese field, and the CO2 from production is pumped back underground into an old gas field that no longer produces. The plant uses a newer process that runs at lower heat and pressure, which could let smaller ammonia units sit closer to the people who use them. Making ammonia nearer to demand means shorter trips. It also means more tanks and more deliveries in more places, and every one of them has to be safe. That local last mile is where AmHyTech focuses. inpex.com/english/news/uploa… #ammonia #hydrogen

The ship that brings your next car across the ocean may run on ammonia. NYK and K Line plan four ammonia fueled car carriers by 2030, as reported by Nikkei, with JERA supplying the fuel. From 2029, JERA plans to bring ammonia from places like Louisiana to its Hekinan power station in Japan, then hand it to the ships with small bunkering vessels. Car carriers repeat the same routes and call at the same ports, which makes them a smart early fit for a new fuel. But a clean ship is only as good as the trip its fuel takes. Every tank and every transfer along the way, from the import terminal to the fuel hose, has to be safe and reliable. That last stretch is where AmHyTech focuses. worldports.org/nyk-k-line-an… #ammonia #shipping

Clean fuel projects need steady rules, not just good engineering. More than 260 companies and groups, including the Ammonia Energy Association, just asked the European Commission to keep its binding clean hydrogen targets for industry and transport beyond 2030. A new proposal is due in November. Why it matters: builders sign contracts and pour concrete years ahead. If the rules change halfway, the first movers get punished and projects stall. The gap is big. AEA counts European projects that would turn ammonia back into hydrogen with potential demand for about 17 million tons of ammonia, yet only about 0.2 million tons of that is running or under construction today. Closing that gap means far more ammonia shipped, stored and delivered safely on its final leg. That is the part AmHyTech works on. ammoniaenergy.org/articles/k…

When natural gas gets expensive, Europe makes less of its own ammonia. Yara reported today that high gas prices pushed it to cut ammonia output in Europe. As of October 16, its curtailments were running at about 270,000 metric tons of ammonia per quarter. Most ammonia is still made from natural gas, so gas prices flow into fertilizer and, in time, food. When local plants slow down, more ammonia has to travel by ship, rail and truck to reach farms and factories. Every extra leg means another tank to fill, store and empty safely. That last mile is where AmHyTech is focused. yara.com/siteassets/investor…

That blue cap pump next to the diesel nozzle at a truck stop is an ammonia story. Diesel exhaust fluid is about 32.5% urea and the rest pure water, and urea is made from ammonia. Inside the exhaust it turns back into ammonia, which helps a catalyst change nitrogen oxides, a big cause of smog, into plain nitrogen and water. So cleaner air on the highway quietly depends on ammonia being made, stored and delivered safely every day, long before anyone sees that blue cap. acea.auto/fact/diesel-exhaus…

Not every climate win is a brand new plant. KBR will upgrade two existing AGF Nitrogen ammonia plants, in Wittenberg, Germany and Linz, Austria, so they burn less natural gas and release less CO2. Together they can make about 2,450 tons of ammonia a day for fertilizer and industry. Using less gas per ton matters for fertilizer costs and Europe's food supply. The other half of the job is getting that ammonia from plant to field with safe, reliable storage and delivery. globenewswire.com/news-relea…

A ship that carries ammonia can now run on it too. Eastern Pacific Shipping has named Terra Clove, the first very large ammonia carrier with an ammonia dual fuel engine. Its first green ammonia fill is planned at LOTTE Fine Chemical's terminal in Ulsan, Korea. Long ocean trips are one of the hardest parts of shipping to clean up, and ammonia is one of the few fuels that can go the distance. But as the owners point out, the engine alone is not enough. It also takes safety systems, trained crews and the right infrastructure. That is the part we care about most: storing and delivering ammonia safely at every stop, from terminal tank to ship. epshipping.com.sg/eastern-pa…