Jamaica urged to prioritise fuel imports in alternative bunkering roadmap

Jamaica should build an import-led market for alternative marine fuels before pursuing large-scale domestic production, according to a study released through the International Maritime Organization’s (IMO) GreenVoyage2050 programme on 5 November 2026.

Initiated by the Maritime Authority of Jamaica, the assessment examines fuel demand, supply options and infrastructure requirements. It identifies existing liquefied natural gas (LNG) facilities as a foundation for developing a regional bunkering hub serving lower-emission fuels.

How could Jamaica’s marine fuel demand change?

Prepared by Haskoning, the study estimates that national bunkering demand potential could rise from approximately 1.1 million tonnes of very low sulphur fuel oil equivalent in 2025 to 1.4 million tonnes by 2050. These figures provide a common energy-equivalent basis, rather than representing the physical tonnage of each alternative fuel.

Demand would primarily come from vessels already visiting Jamaican ports, particularly container and cruise ships calling at Kingston. Proximity to busy shipping routes alone would not guarantee additional bunkering business.

The projected fuel mix varies by scenario. Under DNV’s net-zero pathway, methanol becomes the largest individual category by 2050, while ammonia gains importance after 2035. Under the International Energy Agency’s more conservative Stated Policies Scenario, conventional fuels remain dominant.

What development timetable does the study propose?

The roadmap recommends establishing a safe, competitive import-led bunkering market during 2026–2035.

Between 2035 and 2045, Jamaica could test domestic production of hydrogen-derived fuels through pilot projects. Larger-scale green hydrogen, ammonia and methanol production would be considered from 2045, depending on improving renewable-energy economics and demand.

Recommended immediate actions include creating an Alternative Marine Fuels Task Force, developing a regulatory framework accommodating multiple fuels, assessing port readiness and strengthening emergency preparedness.

Maritime Authority Director General Bertrand Smith said the findings would support national planning, investment decisions and collaboration with industry and international partners. These are study recommendations, rather than announced project approvals.

Why is domestic production a longer-term option?

The assessment identifies offshore wind as a potential resource for future fuel production. However, high costs, electricity-grid limitations and restricted land availability around ports weaken the near-term case for large projects.

Domestic biofuel production also faces feedstock and scale constraints. The study recommends validating demand with shipping companies and securing supply partnerships before committing to infrastructure investment.

What LNG infrastructure already exists?

Jamaica’s established LNG business provides relevant background to the proposed import-led approach. Excelerate Energy completed its acquisition of New Fortress Energy’s Jamaican operations on 14 May 2025.

The transaction included the Montego Bay LNG Terminal, Old Harbour LNG Terminal and Clarendon combined heat and power plant. It brought import facilities and downstream energy operations into Excelerate’s portfolio.

Excelerate’s current platform also includes small-scale LNG distribution using transport containers and trucks. The company identifies its Jamaican bulk-storage and logistics capabilities as a base for serving neighbouring Caribbean markets.

These operating assets demonstrate the availability of an established gas supply chain, although developing services for other marine fuels would require their own infrastructure and operational arrangements.

How does the roadmap fit global shipping targets?

The assessment sits within wider efforts to prepare developing countries for shipping’s energy transition. The IMO’s 2023 greenhouse gas strategy targets net-zero emissions from international shipping by or around 2050.

It also seeks zero- or near-zero-emission technologies, fuels and energy sources to supply at least 5% of international shipping’s energy by 2030, while striving for 10%.

The strategy requires attention to emissions across the fuel lifecycle, from production to onboard use. This makes verified environmental performance, alongside reliable supply and safe handling, relevant to countries developing alternative-fuel bunkering markets.