The Deendayal Port Authority (DPA) is gearing up to support the transition to green maritime fuels while maintaining flexibility amid the continuing uncertainty in the global regulatory framework for green maritime fuels. It is focusing on infrastructure preparedness, safety protocols and operational systems for green fuel bunkering, while also exploring technologies that can improve energy efficiency and reduce the carbon footprint of port operations. At the recently held Kandla Green Hydrogen Conclave, Sushil Kumar Singh, Chairman, DPA, shared his views on the evolving regulatory landscape for green maritime fuels, the implications for green methanol and ammonia, the port’s preparedness for methanol bunkering, technology deployment, digitalisation, and the future direction for green fuel infrastructure. Edited excerpts from his address…
Regulatory framework remains a key determinant
The focus at present should be on establishing a global regulatory framework, rather than fragmented national frameworks, for green maritime fuels. Multiple regulatory frameworks could increase the cost of compliance for the industry. Uncertainty continues over the final form of the International Maritime Organization’s (IMO) net zero framework and its implications for the demand for green fuels such as methanol and ammonia. The framework could be adopted in different forms, including with or without an economic element, and the resulting impact on fuel demand would depend on its final structure. If the IMO framework is adopted, the European Union’s regulations would need to be recalibrated or realigned with the global framework. This creates uncertainty regarding the manner and timeline of the transition. Therefore, DPA’s approach should be to retain the optionality to align with the framework when it takes shape.
A further consideration is the nature of compliance requirements. The net zero framework has both economic and technical elements. If the economic element is removed or modified, the effectiveness of the framework in creating demand for methanol could be affected. Similarly, a relaxation of the technical element could allow biofuels and drop-in fuels to qualify as green fuels, which could influence demand for renewable fuels such as e-methanol and e-ammonia. Thus, the eventual shape of the IMO framework and the manner in which other regulations respond to it will determine the pace and nature of the transition.
Getting infrastructure ready for green fuel bunkering
Despite the regulatory uncertainty, DPA is proceeding with measures to ensure that its infrastructure is ready for green fuel operations. The port has already drafted a bunkering manual for methanol and had issued a standard operating procedure for methanol bunkering around a year ago. The procedures were developed using information, studies and learnings from a pilot project in Singapore, including technical reference material relating to ship-to-ship bunkering. DPA already handles methanol as cargo and, therefore, has experience with safety precautions, zone mapping, simultaneous operation studies and hazard assessment. The port does not face a knowledge or skill gap in these areas.
For ship-to-ship bunkering, DPA has entered into an agreement with a bunker service provider. A methanol-compliant bunker barge is being arranged for the operation. The next step is to undertake the trial, which is expected to be completed within the next two to three months in association with DNV. The port is consequently working towards commercial bunkering capability.
On fuel availability, DPA may source green methanol or e-methanol from the spot market. An exercise is also under way to discover the price of around 500 kilotonnes per annum of renewable methanol compliant with the relevant renewable-fuel requirements. However, demand remains an important consideration. Uptake by shipping lines would ultimately depend on the regulatory mechanism and the certainty it provides.
DPA as a test bed for new technologies
DPA is offering itself as a sandbox where new technologies with the potential to improve energy efficiency or reduce the carbon footprint of port operations can be tested. The port is willing to provide support for trials and, where a technology proves successful and has the potential to scale, assist with scaling it up. The areas being explored include tidal energy and wave energy for renewable power generation, as well as new desalination technologies.
Two technologies identified during the conclave are thermal desalination and an integrated seawater desalination plant. DPA intends to take these forward on a pilot basis and implement them on a fast-track, mission-mode basis. The port remains open to technologies that can contribute even a 10-20 per cent reduction in the carbon footprint through improved energy efficiency.
DPA has also approved a centre of excellence aimed at creating an institutional platform for collaboration. It would have an organisational structure bringing together representatives from industry, research organisations, academia, government organisations and policymakers. Student researchers and PhD fellows would also be part of the ecosystem. The initiative is expected to be implemented in phases. The objective is to create a platform where different stakeholders can work together on technologies and solutions relevant to the emerging green fuel ecosystem.
Building an ecosystem for green fuels
DPA’s role is to create an enabling platform and ecosystem rather than directly aggregating and supplying fuels to other industries. When the port had approached industry players about setting up production facilities for e-methanol or renewable methanol about a year earlier, developers had sought assured offtake from DPA to make their projects bankable. The situation has since changed.
Now, industry players are willing to take land and establish production facilities without seeking an assurance of offtake from DPA. This is a positive indication that developers are seeing potential demand for these products and are no longer asking the port to underwrite their sales.
DPA can support the development of demand within its own port ecosystem. Green fuels and biomethanol could potentially be used in tugs, port craft, cranes, generator sets and fuel cells for hydrogen. The port can also facilitate the assessment of demand within the ecosystem, while its broader role remains focused on enabling the development of the necessary infrastructure and industrial ecosystem.
Operational efficiency and digitalisation initiatives
While green fuel infrastructure is an emerging priority, DPA continues to focus on the operational performance of the existing port. The port is predominantly a bulk and dry bulk port, with containers accounting for only around 6-7 per cent of the overall cargo basket. Based on comparisons with global ports handling bulk cargo and benchmarks cited in a World Bank report issued in September 2025, the port performs better on several benchmarks, except in the handling of break bulk, bagged consignments and loose commodities. For liquid cargo, bulk cargo and project cargo, DPA is performing better on several parameters compared with global ports.
Digitalisation is another area of continued improvement. DPA has implemented enterprise business solutions and has a port operating system on a digital platform. The port is also implementing gate automation systems. Under the gate automation project, entry is expected to become paperless, with trucks connected to the weighbridge. The port operating system, weighment system and gate access system will be interconnected, allowing data to be captured at every stage and reducing the need for manual intervention. DPA is also considering the implementation of features of a digital twin to improve operational visibility across the port. These improvements are part of a continuous process, with the port seeking to implement advanced systems with the objective of securing a place among the world’s top 20 bulk ports.
Methanol and ammonia: A calibrated approach
DPA is keeping its options open on the future mix of green fuels, particularly methanol and ammonia. The port is open to industries seeking land parcels for renewable methanol production facilities. At the same time, projects involving green ammonia are also being considered, including facilities intended to supply bunkering requirements. The key challenge is determining how much infrastructure should be developed for each fuel. This includes ship-to-ship and shore-to-ship bunkering facilities, storage tanks, pipelines and jetties compatible with methanol or ammonia.
Focus on globally acceptable fuels
The fuels produced in India need to have global acceptability if they are to serve international shipping. DPA is not advocating blindly following any particular standard. However, the objective should be to produce a fuel that is accepted globally as a maritime fuel. This consideration is particularly important for biomethanol. If the biomethanol produced in India does not qualify as green methanol under applicable international requirements, international vessels may have limited incentive to use it because they would not receive the associated compliance benefits when calling at overseas ports.
Outlook
DPA’s approach to the green maritime transition combines infrastructure preparedness with flexibility on technology and fuel choices. While regulatory uncertainty continues to influence the demand outlook for green fuels, the port is proceeding with bunkering protocols, pilot projects, technology trials, digital systems and institutional mechanisms such as the proposed centre of excellence.
The port will continue to assess market developments, vessel fleet trends and regulatory requirements while keeping infrastructure ready for the transition. In the near term, methanol is expected to receive greater attention, while ammonia remains part of the longer-term infrastructure planning framework. At the same time, DPA will continue to focus on operational efficiency, digitalisation and technology adoption with the objective of strengthening its position as a globally competitive bulk port and creating an enabling ecosystem for the emerging green maritime economy.
“DPA is offering itself as a sandbox where new technologies with the potential to improve energy efficiency or reduce the carbon footprint of port operations can be tested.”
