The global LNG bunker vessel fleet may need to more than double by 2030 as demand from LNG-fuelled ships grows faster than the infrastructure required to supply them, according to a new DNV white paper published on Wednesday (9 September). 

The report estimated that between 165 and 208 bunker vessels could be needed globally by the end of this decade.

As LNG-powered shipping continues to grow, demand for bunkering capacity is rising rapidly. Although the LNG bunker fleet is expanding steadily, demand from LNG-fuelled vessels is expected to grow even faster, placing increasing pressure on bunker vessels and the wider bunkering ecosystem. 

Without additional investment across this value chain, fuel supply could become a constraint on further LNG adoption in shipping. DNV’s white paper, Gas bunker vessels: facilitating the transition to alternative fuels, highlights how gas bunker vessels are evolving from specialist fuel delivery assets into critical infrastructure supporting shipping’s fuel transition.

Cristina Saenz de Santa Maria, CEO Maritime at DNV, said: “Shipping’s fuel transition depends on more than ships and fuel choices. It also depends on the infrastructure, supply chains, and operational capabilities needed to make alternative fuels available safely and at scale. As the fuel landscape continues to evolve, investment in flexible, reliable, and future-ready bunkering infrastructure will be essential.”

The white paper examined market developments, regulatory requirements, vessel design considerations, gas bunker vessel technical specialities, and operational best practices, while outlining the role gas bunker vessels will play in supporting both current LNG demand and the future adoption of alternative fuels.

The white paper also highlighted opportunities to accelerate market development through the conversion of suitable small-scale LNG carriers into bunker vessels. 

In addition, it examined the growing importance of operational readiness, structured safety management, and competence development as bunkering operations become more frequent and geographically widespread.

Martin Cartwright, Global Business Director, Gas Carriers & FSRUs at DNV, said: “LNG-fuelled shipping is growing faster than the bunkering network needed to support it. Closing this gap will require coordinated investment across the bunkering ecosystem, underpinned by robust safety standards, operational readiness and competence. These elements must advance together if gas bunkering is to scale safely and reliably, while also supporting future pathways, such as biomethane.”

While the white paper focused primarily on LNG, it also considers the emergence of ammonia as a potential marine fuel. The infrastructure, operational experience, and safety frameworks being developed for LNG bunkering today are expected to play an important role in supporting the future deployment of ammonia bunkering solutions.

Note: The report by DNV can be found here. 

Photo credit: DNV
Published: 10 September, 2026

European marine fuel supplier Burando Energies on Wednesday (9 September) announced successful completion of its first physical bunker supply in Norway for Heerema Marine Contractors Netherlands to its heavy-lift vessel Balder.

The operation was part of the long-standing relationship between Heerema Marine Contractors and Burando Energies, with Burando supplying marine fuel to the offshore heavy-lift vessel in demanding locations.

DCV Balder, one of Heerema’s semi-submersible crane vessels, was supplied safely and efficiently in Åmøyfjorden. 

Duncan Huisman at Burando Energies, said: “We are very proud to have carried out our first bunker operation in Norway for Heerema, where it started as an idea to expand our physical supply options to different areas. 

“It is now reality! I am very pleased that Heerema gave us the trust after working very closely with them over the last decade in ARA, we now managed to supply the Balder in Åmøyfjorden.”

“This operation is a great example of our ability to support customers with safe, reliable and efficient bunker supply, wherever their operations take them.”

Martijn Wijdeveld VP Supply Chain Manager & Procurement at Heerema Marine Contractors, said: “The successful bunker supply to Balder in Åmøyfjorden reflects the value of strong partnerships and reliable execution in support of our offshore operations. 

“We appreciate Burando Energies’ commitment to safety, flexibility and service, and congratulate their team on achieving this important milestone in Norway. As we continue to execute complex projects around the world, dependable supply chain partners remain essential to our success.”

Photo credit: Burando Energies
Published: 10 September, 2026

Jesper Sørensen, Global Head of Alternative Fuels and Carbon Markets of KPI OceanConnect, on Wednesday (8 September) wrote that while the 30 September deadline to surrender EUAs is approaching, managing exposure to EU ETS is about more than how and when allowances are purchased.

He said fuel choice and alternative fuels strategy should also form part of companies’ broader carbon-management approach: 

EUAs: EU ETS surrender deadline highlights rising maritime carbon costs, as higher compliance obligations and EUA exposure increase the strategic importance of biofuels, fuel procurement and integrated carbon management ahead of full shipping inclusion in the EU ETS from 2026.

As the 30 September EU ETS surrender deadline approaches, the immediate message for shipowners, operators and charterers is straightforward: make sure your verified emissions position is understood, your exposure is calculated, and your allowance needs are settled in good time.

But this year’s deadline should also be seen as something more than an annual compliance event. It is a reminder that carbon costs are becoming an increasingly important part of vessel operating economics, and that the most effective response is not only to buy EUAs but also to think more strategically about how fuel choices influence overall compliance exposure.

This matters because the cost of the same level of emissions is rising even before we consider market volatility in EUA prices. The reason is the phase-in of the maritime EU ETS. For 2024 emissions, shipping companies were required to surrender allowances for 40% of in-scope CO₂ emissions. For 2025 emissions, that rises to 70%. From 2026 emissions onwards, the obligation moves to 100%.

In other words, even if the EUA price were to remain unchanged, the compliance bill for the same emissions profile becomes materially larger. That is an important shift. It means carbon exposure is no longer something to address only at the end of the reporting cycle. It increasingly needs to be considered when making fuel procurement and voyage-planning decisions.

The EUA market itself reinforces that point. Price volatility remains a feature of the market, and that makes planned procurement more important than ever. The objective is not to predict the perfect entry point. It is to understand the exposure, settle the near-term obligation in a timely manner, and develop a strategy to reduce future risk. But managing EUA exposure is increasingly about more than how and when allowances are purchased.

Over recent months, the economics of biofuels, particularly B100, have become increasingly compelling in several trading scenarios. When assessed only on a headline fuel price basis, the picture can appear mixed. But when viewed through the lens of total compliance cost, the economics can look materially different.

Qualifying sustainable biofuels can help reduce EU ETS exposure by reducing the number of allowances that need to be surrendered, while also improving compliance under FuelEU Maritime. In other words, a well-structured biofuel strategy can support compliance across both regulatory regimes simultaneously.

It does not follow that biofuel is automatically the most efficient solution for every vessel, voyage or trading pattern. In many cases, purchasing EUAs will remain the right answer. In others, alternative fuels can reduce exposure across multiple regulatory frameworks and materially change the overall economics.

That is why the September surrender deadline should be viewed as both a compliance event and a useful point to look forward.

With 100% EU ETS exposure for 2026 emissions, an alternative fuels strategy can no longer be treated separately from carbon management. Fuel procurement, EUA procurement, and FuelEU compliance increasingly need to be considered together before the bunker decision is made, rather than after emissions have already occurred.

Photo credit: KPI OceanConnect
Published: 10 September, 2026