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LNG Bunkering

DNV GL: FuelBoss pushes digitalization of bunkering services

DNV GL interviews bunker supplier Gasum on its first experience using FuelBoss, a digital bunkering platform for LNG, and how it has improved customer experience.
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Classification Society DNV GL on Monday (27 July) published an interview conducted with Jacob Granqvist, Sales Director at Gasum, on the benefits liquified natural gas (LNG) digital bunker sales platform FuelBoss holds for them and their customers.

With the launch of FuelBoss, bunker operators now have the capability to offer their services to their customers in digital form via a common industry platform. Gasum shares insights on their first experiences and the benefits FuelBoss holds for them and their customers.

Jacob Granqvist joined Gasum in 2019 and is heading the maritime sales organization, whose focus is to provide cleaner energy to the maritime industry. He is a master mariner and holds a degree in maritime law. With more than 20 years of experience in the maritime sector, he started his career at sea as an apprentice. When switching to shore, he first became involved in the energy business at Neste, a Finnish oil company. Amongst other functions, he headed the maritime fuels and services business there.

DNV GL: What were Gasum’s reasons for joining FuelBoss?

Granqvist: We have three strategic pillars at Gasum’s maritime business. One is to expand our business geographically. A second is to develop customer solutions and the third is to promote our maritime brand. FuelBoss relates to our second strategic pillar. One big strategic goal of our maritime solutions is the digitalization of the maritime business at Gasum. FuelBoss provides us with a digital platform for LNG that we can utilize and don’t need to invent ourselves. We also see the value that DNV GL has been involved in the development process.

DNV GL: Why did you perceive DNV GL as a facilitator so beneficial?

Granqvist: The strong organization that is behind the system. DNV GL has a high reputation in the market. DNV GL brings credibility to such a system. If anyone can set up such a universal system, with more than just a company application, I think it is DNV GL with its integrity and expertise. I don’t think that we would have so much leverage with Gasum building such a platform, nor would our competitors use it. The bunker operations checklists, the time reports and in the future possible quality reports from the delivered gas are things we find valuable. As they are DNV GL certified, they have of course more credibility. Such an industry standard is much more easily implemented by having DNV GL in the game.

DNV GL: Which market need did you see that FuelBoss helps to meet?

Granqvist: Overall we want to optimize our services so they become more effective. To achieve that goal, digitalization is a key driver. FuelBoss helps us to take a major step towards digitalization and enables certain services for our customers. When we thought about what would need to be the first to optimize, we came up with digitalizing the purchasing of our services and gas and create an improved ordering structure. That can be done with the FuelBoss solution.

DNV GL: What benefits do you see your customers getting from FuelBoss?

Granqvist: We want to make things easier for our customers and provide them a solution for that. With FuelBoss we provide a more professional and easier way to order fuel, which also helps customers to standardize their processes. But it also streamlines and optimizes our processes. FuelBoss also provides a platform where all the communication with the customer is gathered.

DNV GL: What other functions could further drive the business?

Granqvist: We see FuelBoss as a stepping stone towards further digitalization of the fuel market. The Business Intelligence tool that is built into it; the ease of purchasing any amount of liquid biogas (LBG). FuelBoss will enable the decarbonization of shipping in the long run. A new solution we are developing with some customers now is to take over their bunker operations. So, they do not need to do any purchasing anymore, but have a platform with FuelBoss where they can monitor their tank levels and get bunkering reports. That means transparency between the vessels and Gasum’s operations desk. If a vessel needs to be refilled, then we will agree on a port where it will happen. The possibilities are endless, whatever you can do with digitalization.

DNV GL: What key trends do you see for the LNG bunker market?

Granqvist: Hopefully there will be more standardization. One level we want to reach is avoiding unnecessary discussions as we had them in the mature market on availability, safety issues and things like that. We do not want to neglect safety as such, but the standards are very good today and we need to achieve a new normal in ports. Some ports are very conservative to safety issues, even though they claim to be LNG friendly and see it as the fuel of the future. It is still very hard to get permissions to bunker LNG in some ports. Hopefully, we will see a normalization, so the hurdles to bunkering LNG will become lower.

I also foresee that more biogas will be pushed into the total fuel mix. We already have customers that take in a 10% plan on liquefied biogas and we have done several field tests with LBG.

And of course, a further digitalization of the offerings. We see this not as a revolution but as an evolution.


Photo credit and Source: DNV GL
Published: 5 August, 2020

 

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LNG Bunkering

Singapore: FueLNG achieves 400th LNG bunkering operation milestone

Bunker tanker “FueLNG Bellina” successfully delivered LNG bunker fuel to “BYD Shenzhen”, the world’s largest LNG-fuelled car carrier at Singapore anchorage during its maiden voyage.
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May 16, 2025

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Singapore: FueLNG achieves 400th LNG bunkering operation milestone

Singapore’s licensed LNG bunker supplier FueLNG on Thursday (15 May) announced the successful completion of its 400th LNG ship-to-ship (STS) bunkering operation in the republic.

FueLNG, a joint venture between Keppel Offshore & Marine and Shell Eastern Petroleum Pte Ltd, marked the milestone with bunker tanker FueLNG Bellina successfully refuelling BYD Shenzhen, the world’s largest LNG-fuelled car carrier, at Singapore anchorage during its maiden voyage.

“With a capacity of 9,200 vehicles and equipped with dual-fuel LNG propulsion, the BYD SHENZHEN represents the next generation of low-emission maritime transport,” it said in a social media post. 

Shell said it supported BYD Shenzhen on its maiden voyage as the supplier of the LNG bunker fuel. 

“Like all LNG dual fuel vessels, BYD Shenzhen is on the pathway to net zero emissions. She can take bio-LNG, and in the future e-LNG, in her fuel mix for further emission reduction and regulatory compliance,” it said in a separate social media post. 

 

Photo credit: Shell
Published: 16 May, 2025

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Events

Green Shiptech China Congress to explore alternative bunker fuels and ship technologies

LNG, methanol and ammonia as well as fuel cell integration will be among key issues discussed at the annual conference which will be held on 25 to 26 September in Shanghai.

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May 15, 2025

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Ridge China on Wednesday (14 May) announced it will be hosting the 14th Green Shiptech China Congress (GSCC), an annual conference which will be held on 25 to 26 September in Shanghai. 

More than 4,400 experts and decision makers from governments, classification societies, shipowners, shipyards, research institutes, technology/equipment suppliers and consulting companies attended the previous GSCC from 2012 to 2024. 

For 2025, over 400 industry experts, corporate decision makers and government officials will be engaged in comprehensive discussions on current issues of IMO, EU, USCG, China MSA’s policies and regulations, designs and standards for new ship models, innovative and sustainable green ship technologies at this annual conference.

Alternative bunker fuels such as LNG, methanol and ammonia as well as fuel cell integration will be part of the important issues discussed at the event. 

Speakers will be from

  • IMO
  • European Commission
  • U.S. Coast Guard
  • China MSA
  • Financial Institutions
  • Maritime Research Institutes
  • Solution & Technology Providers
  • Shipowners
  • Shipyards
  • Classification Societies

Key topics

  • Policies and Regulations Update and Interpretate by IMO, European Commission, U.S. Coast Guard and China MSA
  • Retrofitting Vessels to Achieve Decarbonization Goals
  • Energy Efficiency Continues to Be Key for Decarbonization
  • Decarbonization Through Digitalization
  • Digital Technologies As a Key Enabler for Emissions Reduction
  • Impact of a Hull Coating Upgrade on Hull Efficiency
  • LNG As Marine Fuel: Pivoting Towards Cleaner Shipping
  • Methanol As a Marine Fuel
  • Ammonia’s Credentials As a Green Fuel
  • Wind Propulsion Technology
  • Fuel Cell Integration: Upcoming Challenges and Opportunity
  • Propelling Carbon-neutral Shipping with Green Engines and Alternative Fuels
  • Next-generation Electric and Hybrid Marine Propulsion Technologies and Components
  • Latest Developments in Energy Storage Systems

Interested parties may contact:

Mr. Quin Xu
Tel: +86 21 6607 8610 -8003
Mob: +86 13564222811
Email: [email protected] 

Note: The English and Chinese version of the event website can be found here and here respectively while the event registration can be found here. 

 

Photo credit: Ridge China
Published: 15 May, 2025

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LNG Bunkering

SEA-LNG: LNG pathway offers best returns under IMO Net-Zero Framework

SEA LNG’s calculations show that under the Net-Zero Framework, investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO.
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May 15, 2025

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Industry coalition SEA-LNG on Wednesday (14 May) said it has completed its initial analysis of the IMO Net-Zero Framework following MEPC 83 by using the independent Z-Joule cost of compliance calculator to assess the commercial implications of the new regulations.

The calculations show that under the Net-Zero Framework investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO. LNG ships also give shipowners a commercial advantage through fuel optionality and access to widespread established infrastructure.

The complex IMO Net-Zero Framework now requires further detailed analysis and feedback from the industry, as well as coordination with EU initiatives and the specific concerns of other member states, prior to formal ratification later this year. There are also critical details surrounding the IMO Net Zero Fund and the zero and near-zero-emission fuels (ZNZ) Reward Mechanism that will not be addressed before 2027.

SEA-LNG’s research examines the investment case for a 14,000 TEU container vessel operating a trans-Pacific route from Japan to the US West Coast. It compares LNG, ammonia and methanol dual fuel vessels against a vessel fuelled by VLSFO over a 15-year investment period.

The total cost of the different fuel pathways is driven by CapEx, the carbon intensity of the fuels, and the fuel price. For both fuel price forecasts and carbon intensity values, SEA-LNG used assumptions from DNV’s analysis (MEPC 82/INF.8/Add.1) of the candidate mid-term measures discussed at MEPC 82.

Both high-pressure and low-pressure LNG dual fuel engines offer a relative payback period of between 4.5 and 5 years compared with VLSFO because of lower compliance costs due to LNG’s lower greenhouse gas fuel intensity (GFI). Methanol and ammonia fuelled vessels do not pay back over the 15-year investment horizon.

SEA-LNG also modelled the investment case for a 14,000 TEU containership operating on the Rotterdam-Singapore trade route using the same fuel price forecasts. In this case, the vessel is subject to both IMO and EU decarbonisation regulations – the latter for 50% of the voyage. Here the payback for LNG fuelled vessels was reduced to about 3.5 years mainly due to the effect of FuelEU Maritime in the early years of the analysis period.

Steve Esau, Chief Operating Officer of SEA-LNG, said: “While many details need to be decided, the IMO Net-zero Framework provides a clear basis for maritime decarbonisation and should, in principle, enable all fuel pathways – be they LNG, methanol or ammonia – to compete on a level playing field. For this to continue, it is imperative that the ZNZ Reward Mechanism is designed in a fuel agnostic and technology neutral way.”

Peter Keller, Chairman of SEA-LNG, concluded: “The industry continues to make major investments in the LNG pathway. These ships can use LNG, bio-methane and e-methane, and reduce greenhouse gas emissions and cut local pollution today. The IMO position, as well as the EU regulations, both affirm the pathway is heading in the right direction and offers a practical and realistic route to compliance, starting right now.”

This research is the first in a series of costs of compliance analyses SEA-LNG is developing using the Z-Joule calculator. 

The IMO Net-Zero Framework is the first in the world to combine mandatory emissions limits and GHG pricing across an entire industry sector.   

Approved by the Marine Environment Protection Committee during its 83rd session (MEPC 83) from 7 to 11 April 2025, the measures include a new fuel standard for ships and a global pricing mechanism for emissions.  

These measures, set to be formally adopted in October 2025 before entry into force in 2027, will become mandatory for large ocean-going ships over 5,000 gross tonnage, which emit 85% of the total CO2 emissions from international shipping.  

Note: The full SEA-LNG analysis can be read here.

Related: IMO MPEC 83 approves net-zero regulations for global shipping
Related: IMO: Outcomes of Marine Environment Protection Committee (MEPC 83)

 

Photo credit: Venti Views on Unsplash
Published: 15 May, 2025

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