Alternative Fuels

Bio-LNG is becoming a reality and its use is widespread, says SEA-LNG

Use of LBM or bio-LNG, is widespread, with bunkers being delivered to the cruise sector, container lines, ferries, OSVs, car carriers, tankers, bulkers and small-scale LNG carriers over the past 12 months.

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1 year ago

July 22, 2025

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Bio-LNG is becoming a reality and its use is widespread, says SEA-LNG

Industry coalition SEA-LNG on Monday (21 July) published a new report titled ‘The LNG Pathway: Mid-Year Market Review’ – evaluating the state of play for LNG, liquefied biomethane (LBM), and e-methane – as well as presenting initial analysis of why LNG dual-fuel engines offer the best returns under the IMO Net-Zero Framework.

Following the trajectory of 2024, demand for LNG-fuelled vessels has continued in 2025. In the first six months of 2025, 87 new LNG dual fuel vessels were ordered, up from 53 in the corresponding period in 2024. There is now a total of 1,369 LNG dual fuel vessels in operation and on order, according to data from SEA-LNG member DNV.

Most of the 2025 orders have been for large container ships, with the gross tonnage of these vessels amounting to 14.2 million GT versus 4.1 million GT in 2024. There were notable orders in the first six months of 2025 from SEA-LNG member MSC, as well as ONE, Capital Maritime, CMA CGM, Evergreen Marine and TMS Group.

LNG bunkering volumes continue to expand as well. In Q1 2025, volumes in Rotterdam increased by 7% compared with the same period in 2024 and Singapore reported 18% growth over the first five months of 2025 versus 2024. LNG bunkering is developing rapidly in the Western Mediterranean and China too, with volumes increasing by over 60% in Shanghai in the first five months of 2025 versus that period in 2024.

Steve Esau, chief operating officer, SEA-LNG, said: “As LNG infrastructure continues to expand at pace, LBM, or bio-LNG, is also becoming a reality, with biomethane bunkering growing rapidly in Europe, driven mainly by regulations such as FuelEU Maritime. LBM is a central next step along the LNG pathway towards decarbonisation. It’s chemically identical to LNG, and fully compatible as a drop-in fuel for existing LNG engines with no blending issues, unlike biodiesel and fuel oils.

“The use of LBM is widespread, with bunkers being delivered to the cruise sector, container lines, ferries, OSVs, car carriers, tankers, bulkers and small-scale LNG carriers over the past 12 months. Bunkering operations have already taken place in key ports across Belgium, France, Finland, the Netherlands, Norway, Spain, Sweden and the UK, involving at least seven major bunker suppliers.”

The Mid-Year Market Review also includes SEA-LNG’s initial analysis of the commercial implications of the IMO Net-Zero Framework using Z-Joule’s POOL.FM evaluation model. The analysis used GHG intensity and fuel price assumptions from DNV, published by the IMO, and market intelligence on CapEx.

The analysis shows that both high-pressure and low-pressure LNG dual fuel engines offer a relative payback period of about 4.5 to 5 years compared with VLSFO for a 14,000 TEU container vessel operating a trans-Pacific route, from Japan to the US West Coast. Ammonia- and methanol-fuelled vessels do not payback over the 15-year investment horizon.

The LNG pathway’s lower costs of compliance are driven by the fact that it offers immediate GHG reductions while ammonia and methanol dual fuel vessels must either buy large quantities of expensive green versions of those fuels to comply, from day one, or use VLSFO and pay for remedial units.

Peter Keller, chairman, SEA-LNG, said: “The costs of compliance analysis shows that the LNG pathway offers the best returns under the MEPC 83 IMO Net-Zero Framework. But more than that, this route offers shipowners and operators access to widespread global infrastructure, fuel optionality, local emissions reductions and a proven safety record for seafarers and port workers.”

“These are the practical points our industry must consider and prioritise to realistically achieve its climate targets.”

Photo credit: SEA-LNG
Published: 22 July, 2025

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LNG Bunkering

Singapore-based EPS takes delivery of three LNG dual-fuel bulk carriers

Three vessels are the third, fourth and fifth in the company’s series of 14 Newcastlemaxes being built at the yard, and were delivered five months ahead of their contracted delivery dates.

Published

6 minutes ago

September 7, 2026

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Singapore-based Eastern Pacific Shipping (EPS) on Friday (4 September) announced the naming and delivery of three new LNG dual-fuel Newcastlemax bulk carriers from China’s Qingdao Beihai Shipbuilding.

Cyril Ducau, CEO of EPS, said the vessels were named Mount Victoria, Mount Yulong and Mount Wuyi.

The three vessels are the third, fourth and fifth in the company’s series of 14 Newcastlemaxes being built at the yard, and were delivered five months ahead of their contracted delivery dates.

“A big thank you to CSSC Group and Qingdao Beihai Shipbuilding, working alongside our EPS team, for the tremendous collaboration and commitment behind this achievement,” Ducau said in a social media post.

Photo credit: Eastern Pacific Shipping
Published: 7 September, 2026

LNG Bunkering

LR awards AiP to CSSC Huangpu Wenchong for 12,500 m³ LNG bunker vessel design

Vessel design incorporates Type C LNG cargo tanks and has been evaluated against a range of class notations covering gas operations, automation, environmental performance and cyber resilience.

Published

26 minutes ago

September 7, 2026

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Classification society Lloyd’s Register (LR) on Thursday (3 September) said it has awarded Approval in Principle (AiP) to CSSC Huangpu Wenchong Shipbuilding Co., Ltd. for a new 12,500 m³ LNG bunkering vessel design.

The AiP was signed at SMM 2026 in Hamburg and confirms that the vessel concept has successfully completed an independent design assessment against LR’s latest classification requirements.

The new 12,500 m³ vessel design incorporates Type C LNG cargo tanks and has been evaluated against a comprehensive range of class notations covering gas operations, automation, environmental performance and cyber resilience.

LR’s assessment was carried out in accordance with its Rules and Regulations for the Classification of Ships and Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquefied Gas in Bulk.

Constantinos Chaelis, LR’s Global Gas Segment Director, said: “This project demonstrates the continued market confidence in LNG and the importance of building the supporting infrastructure that enables owners to make practical emissions reductions today, while maintaining flexibility for the future. Through early engagement between shipyard and class, we can accelerate the delivery of robust designs that meet both operational and regulatory requirements.”

A Huangpu Wenchong spokesperson, said: “This Approval in Principle from Lloyd’s Register validates the technical approach and provides a strong foundation for future development. We believe vessels of this type will play an increasingly important role in supporting the energy transition by helping ensure LNG is available where shipowners need it most.”

Photo credit: Lloyd’s Register
Published: 7 September, 2026

Alternative Fuels

DNV at SMM: Chinese shipbuilders, European owners seek closer ties on alternative bunker fuels

Chinese shipbuilders and European shipowners called for closer collaboration on vessel development, alternative fuels and digitalization during the inaugural China-Europe Maritime Summit at SMM 2026.

Published

31 minutes ago

September 7, 2026

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Chinese shipbuilders and European shipowners called for closer collaboration on vessel development, alternative fuels and digitalization during the inaugural China-Europe Maritime Summit at SMM 2026, according to classification society DNV on Friday (4 September).

The summit, jointly organized by the China Association of the National Shipbuilding Industry (CANSI), the German Shipowners’ Association (VDR) and DNV, brought together leaders from two maritime sectors that collectively shape a significant share of the global fleet.

Energy efficiency, operational flexibility and digital innovation were highlighted as key areas for the industry as it navigates decarbonization targets, evolving regulation and uncertainty around future fuel pathways.

Knut Ørbeck-Nilssen, Group President and CEO at DNV, said: “Gathering leaders from across Chinese shipbuilding, European shipping and the wider maritime value chain in one room is both timely and important. The decisions being made across our industry today will shape shipping for decades to come, and this summit demonstrates a shared commitment to shaping the future of our industry together.”

Xu Peng, Chairman of China State Shipbuilding Corporation (CSSC), said: “China and Europe’s maritime sectors share aligned missions, complementary strengths and promising prospects. This summit can serve as a starting point for deeper cooperation between China’s shipbuilding industry and Europe’s shipping community, and help broaden the boundaries of full‑chain collaboration and build an interconnected ecosystem.”

Dr. Gaby Bornheim, President of the German Shipowners’ Association (VDR), said: “For shipowners, a new vessel is never an investment for the next quarter. It is a commitment for decades. Long-term investments require trusted partnerships, and many of the world’s most advanced commercial vessels are the result of cooperation between European shipowners and Chinese shipbuilders. Excellence is rarely achieved in isolation.”

China’s shipbuilding industry accounts for around 70% of the global orderbook, while European shipowners operate more than one-third of the world’s fleet capacity. As the global shipping industry faces increased uncertainty, finding solutions that provide flexibility is essential.

The summit featured two high-level panel discussions moderated by Dr. Martin Kröger, CEO of VDR, and Li Yanqing, Vice Chairman and Secretary General of CANSI, bringing together senior executives from leading Chinese shipbuilders, including China Merchants Industry (CMI), Guangzhou Shipyard International (GSI), Shanghai Waigaoqiao Shipbuilding (SWS), and Shanghai Merchant Ship Design & Research Institute (SDARI), alongside European shipowners and operators such as Vogemann Reederei, Briese Schiffahrt, Bernhard Schulte, MPC Containerships, and Grieg Edge, as well as DNV.

Discussions further highlighted the importance of close China-Europe collaboration to support shipping’s transformation.

Photo credit: DNV
Published: 7 September, 2026