Classification society DNV on Monday (22 June) published a Maritime Impact article, summarising the key findings of its Methane in shipping paper, helping shipowners of LNG-capable vessels to meet stricter GHG reduction requirements, and optimise LNG‑based fuel strategies for future compliance: 

Excluding LNG carriers, more than 800 ships can run on LNG using mature, proven technology and established infrastructure, with over 600 more on order.

Under the FuelEU Maritime regulation, LNG‑capable ships can remain compliant on fossil LNG until around 2035, depending on engine configuration. Ships fitted with two‑stroke high‑pressure dual‑fuel engines can remain compliant longer than those using four‑stroke low‑pressure dual‑fuel engines, which are more common in cruise ships and RoPax vessels.

Extending LNG compliance with low-GHG options

DNV’s Methane in Shipping white paper indicates that a potential compliance pathway is the use of LNG-compatible low-GHG fuels. LNG ships are compatible with alternatives such as liquefied bio-methane and e-methane. With tightening GHG intensity requirements, these ships are thus well positioned to transition towards lower GHG emission fuels without major retrofits for these alternatives.

“Bio-methane and e-methane can achieve very low, or even negative, life cycle emissions depending on how they are produced. LNG-fuelled vessels can progressively decarbonize by blending in or switching to these fuels,” explains Øyvind Sekkesæter, Senior Consultant at DNV and lead author of the paper.

Demand for low-GHG methane will grow with tightening regulations

According to demand projections outlined in the paper, compliance-driven low-GHG methane demand under FuelEU Maritime alone could reach 2–4 million tonnes by 2040, rising to as much as 40–95 million tonnes under the proposed IMO Net Zero Framework’s base target.

On the supply side, current production of low-GHG methane is limited, but still higher than many other low-GHG fuel alternatives. Global bio-methane production reached around 7 million tonnes in 2024 and is projected to increase to about 15 million tonnes by 2030. E-methane remains nascent, with only 0.01 million tonnes of operational capacity today, but announced projects could lift this to 0.9 million tonnes by 2030.

While there is significant potential to expand the global supply of low-GHG methane beyond today’s production levels, shipping will compete with other sectors for this supply. Most available supply is already absorbed by power generation and road transport, meaning access for shipping will largely depend on its willingness to pay relative to other users.

Note: The full DNV article can be read here. 

Related: DNV paper: Existing LNG bunkering infrastructure will ease transition to low‑GHG methane

Photo credit: FueLNG and DNV
Published: 23 June, 2026

Everllence recently announced the successful Type Approval Test (TAT) of its ME-LGIA ammonia-burning engine at its Research Centre Copenhagen (RCC). 

Eight classification societies oversaw the testing that took place from 10 to 12 June, marking the latest phase in the engine’s journey towards its market debut.  

Bjarne Foldager, Head of Two-Stroke Business, Everllence, said: “The TAT is yet another important step as we definitively move from concept development to seagoing engine operation. It confirms the Everllence B&W ME-LGIA as ready for on-board installation and is the last test before actual sea and gas trials. 

“This engine sets new benchmarks in zero-carbon propulsion and digitally connected performance, and has attracted great interest since its development was announced in 2019. It stands testament to Everllence’s unique ability to meet demands and bring innovative fuels to market.”

Everllence officially marketed the ME-LGIA engines at a two-day event in Copenhagen in November 2025. Using the Diesel principle and the well-known, dual-fuel Liquid Gas Injection concept, the engine has a proven track record of several hundred thousand operational hours.

Ole Pyndt Hansen, Senior Vice President, Head of Two-Stroke R&D, Everllence, said: “The TAT is also important in relation to maturing IMO ammonia regulations as it is vital that rules and guidelines are in line with reality to optimise safety onboard vessels. 

“This experience comes from industry and the first ammonia-driven ships, which are expected to operate at sea during 2026, will act as compelling input for the development of these guidelines.”

Everllence also noted that the ammonia TAT marked the end of an era with it being the final TAT at the RCC in Copenhagen before the company moves location to outside the city in late-2027.

Photo credit: Everllence
Published: 22 June, 2026

Classification society DNV on Wednesday (17 June) highlighted key information on the new North-East Atlantic ECA, which will enter into force on 1 September 2027 following recent amendments MARPOL Annex VI adopted at MEPC 84, creating a continuous emissions control area across much of the North Atlantic: 

Need to Know

• The new North-East Atlantic ECA will enter into force on 1 September 2027, creating a continuous emissions control area across much of the North Atlantic.
• SOx limits (0.10% sulphur) will apply from 1 September 2028.
• Ships meeting the MARPOL “three‑date” criteria (from 1 January 2027 onward) must comply with Tier III NOx limits for engines above 130 kW when operating in the ECA.

North-East Atlantic ECA

In general, the ECAs are designed to reduce air pollution from NOx, SOx and PM, and play a vital role in protecting sensitive marine environments as well as improving air quality for nearby communities.

The latest addition is the North-East Atlantic ECA, covering the Exclusive Economic Zones (EEZs) and territorial seas of Portugal, Spain, France, Ireland, Iceland, the Faroe Islands, Greenland and mainland UK that are not already included in existing ECAs. The EEZs surrounding Madeira, the Azores and the Canary Islands will be excluded. The precise ECA boundaries are defined by exact coordinates in Appendix VII of the revised MARPOL Annex VI.

Once in force, this designation will create a continuous ECA across the North-East Atlantic, linking the Canadian Arctic, Norwegian Sea, North Sea and Mediterranean Sea ECAs into a single, connected regulatory area.

Application

The North-East Atlantic ECA, as part of the next amendments to Annex VI of MARPOL, will enter into force on 1 September 2027. The effective dates will be as follows:

SOx requirements

The sulphur limits for new North-East Atlantic ECA take effect 12 months after entry into force, in other words on 1 September 2028. From that date onwards, ships must use fuel with a sulphur content of no more than 0.10%.

Alternatively, compliance may be achieved using exhaust gas cleaning systems (EGCS) when operating on higher-sulphur fuels. However, it should be noted that restrictions on the use of open-loop EGCSs are becoming increasingly stringent, particularly in the coastal waters of northern Europe under OSPAR (please refer to our Technical and Regulatory News No. 26/2025), thereby limiting this as a practical compliance option in the region.

Note: The full article by DNV can be read here. 

Photo credit: william william on Unsplash and DNV
Published: 19 June, 2026