LNG Bunkering

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

Low-GHG methane, which is chemically identical to LNG but produced with a far smaller climate footprint, can benefit from this existing infrastructure.

Published

3 months ago

April 15, 2026

Admin

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

A DNV whitepaper, published on Tuesday (14 April), has found that low greenhouse gas (GHG) methane, which is chemically identical to LNG but produced with a far smaller climate footprint, can benefit from LNG’s existing infrastructure.

DNV said demand for low GHG methane (i.e. bio-methane and e-methane) is expected to grow in the coming decades as the expanding LNG‑capable fleet faces increasingly stringent emissions requirements.

But its long-term viability as marine fuel depends on regulatory clarity, closing the supply gap, and securing volumes against competing demand.

“With around 800 LNG‑capable vessels currently in operation, 600 more on order, existing bunkering infrastructure, decades of operational experience, and well-established international safety standards, the fleet is already technically mature,” it said.

Low‑GHG methane is fully compatible with LNG engines and tanks, making it a true drop-in fuel for LNG-capable ships. Existing LNG bunkering infrastructure is also compatible with liquefied low-GHG methane. Over the past five years, this infrastructure has seen significant improvements and now covers all major bunker hubs along key global trade routes.

Cristina Saenz de Santa Maria, Interim CEO Maritime at DNV, said: “LNG to low-GHG methane is one viable pathway among several, and its role will vary by segment and trading pattern. As fuel standards and certification systems continue to develop across markets, owners can benefit from evaluating how different options align with their routes, exposure to regulation, and long‑term fleet plans.

“Building flexibility into fuel strategies, supported by strong energy‑efficiency measures, remains essential for managing both operational performance and regulatory costs in the years ahead.”

While the technology is mature, low-GHG methane still has some hurdles to overcome. For example, the lack of a globally harmonized rule set on permitted chain of custody models, such as mass balancing or book‑and‑claim, creates regulatory uncertainty for ship owners and may impact access to low‑GHG methane for shipping.

Fuel cost is another barrier for large scale adoption. Liquefied low-GHG methane bunker prices are currently multiple times the price of fossil LNG in major bunker hubs such as Rotterdam, with prices for liquefied bio-methane and LNG being about 1890 USD/tonnes and 710 USD/tonnes respectively.

These figures reflect current market conditions, as ongoing geopolitical tensions have driven fossil LNG prices sharply upward in recent weeks, underscoring how dynamic these prices are and how quickly the delta between fossil and bio can shift.

Øyvind Sekkesæter, Senior Consultant at DNV and lead author of the white paper, said: “Although low-GHG methane remains more expensive than fossil fuels, GHG related regulatory costs can significantly reduce the effective price gap. In specific cases, such as EU–EU voyages from Rotterdam, liquefied biomethane has been reported as cost competitive with fossil fuel oil once EU ETS and FuelEU Maritime mechanisms are accounted for, but this is not representative of the global picture where the overall cost remains high.”

Low-GHG methane production has the potential to scale significantly, however whether shipping is able to secure this future supply at scale depends on its willingness to pay relative to competing sectors. Regulations such as the EU ETS, FuelEU Maritime, and the IMO NZF could gradually strengthen that willingness by creating a stronger incentive for low-GHG fuel uptake in shipping than in sectors with fewer policy drivers. DNV’s white paper finds that compliance with the FuelEU Maritime alone could generate a demand of around 2–11 million tonnes of low-GHG methane by 2040. Meeting the initially agreed IMO NZF Base target would require significantly larger volumes, with demand potentially reaching 40–95 million tonnes by 2040, depending on emission factors and fleet composition.

Note: DNV’s latest white paper “Methane in Shipping: LNG‑fuelled ships and the switch to low‑GHG methane” can be downloaded here.

Photo credit: DNV
Published: 15 April, 2026

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LNG Bunkering

Baleària ferry completes first LNG bunkering operation in Las Palmas

Company made the first supply of LNG to the “Mercedes Pinto” in its usual berth, located on ramp 4 of the Nelson Mandela dock, in the Port of Las Palmas.

Published

19 minutes ago

July 16, 2026

Admin

Baleària ferry completes first LNG bunkering operation in Las Palmas

Spanish shipping company Baleària on Tuesday (14 July) said the first LNG bunkering operation of its ferry has completed in the Port of Las Palmas.

On Monday, the company made the first supply of LNG to the Mercedes Pinto in its usual berth, located on ramp 4 of the Nelson Mandela dock, in the Port of Las Palmas, removing the need to change to another berth for the operation.

“The operation carried out normally, after the review of all safety protocols by the Fire Department and the Autoridad Portuaria de Las Palmas,” it said in a social media post.

Photo credit: Baleària
Published: 16 July, 2026

Bunker Fuel

Singapore: Bunker fuel sales up by 1.6% on year in June 2026

4.67 million mt of various marine fuel grades were delivered at the world’s largest bunkering port in June, up from 4.59 million mt recorded during the similar month in 2025.

Published

1 day ago

July 15, 2026

Admin

Sales of marine fuel at Singapore port increased by 1.6% on year in June 2026, according to data from the Maritime and Port Authority of Singapore (MPA).

In total, 4.67 million metric tonnes (mt) (exact 4,669,100 mt) of various marine fuel grades were delivered at the world’s largest bunkering port in June, up from 4.59 million mt (4,594,700 mt) recorded during the similar month in 2025.

Deliveries of marine fuel oil, low sulphur fuel oil, ultra low sulphur fuel oil, marine gas oil and marine diesel oil in June (against on year) recorded respectively 2.03 million mt (+19.4% from 1.70 million mt), 2.20 million mt (-4.8% from 2.31 million mt), zero (-100% from 1,900 mt), 1,900 mt (-57.8% from 4,500 mt) and zero (from zero).

Bunker Jun

Bio-blended variants of marine fuel oil, low sulphur fuel oil, ultra low sulphur fuel oil, marine gas oil and marine diesel oil in June, (against on year) recorded respectively 5,300 mt (-86.3% from 38,800 mt), 30,700 mt (-73.1% from 114,300 mt), zero (from zero), zero (from zero) and zero (from zero). B100 biofuel bunkers, introduced in February last year, recorded 1,500 mt (+50% from 1,000 mt).

LNG and methanol sales were 55,000 mt (-0.72% from 55,400 mt) and zero (from zero) respectively. There were no recorded sales of ammonia for the month and so far since 2025.

Photo credit: Maritime and Port Authority of Singapore
Published: 15 July, 2026

Financial Result

Glander International Bunkering reports USD 23.4 million EBT for FY2025/26

Firm has been supporting clients through a wide portfolio including alternative bunker fuels, allowing it to increase its visibility in the market and contributed to doubling its new fuels volumes over the past year.

Published

1 day ago

July 15, 2026

Admin

Glander International Bunkering reports USD 23.4 million EBT for FY2025/26

Global bunker trading company Glander International Bunkering on Tuesday (14 July) announced its financial results for the year ended April 30, 2026 – reporting a turnover of nearly USD 2 billion and earnings before tax (EBT) of USD 23.4 million.

In the previous year, the company reported a turnover of USD 3 billion and EBT of USD 22 million, including a non-recurring item.

The results come after shipping has faced a year of regulatory acceleration, disrupted trade routes and tight avails.

There was a fundamental shift in market conditions, with geopolitical tensions, Red Sea risks and US tariffs. This was later compounded by the conflict in the Middle East conflict, which led to severe restrictions in the Strait of Hormuz and widespread rerouting, longer voyage time and increased freight costs.

CEO Carsten Ladekjær noted: “The real challenge was managing uncertainty, especially when things are changing by the day, sometimes by the hour. What has stood out is how our teams across the world have responded, how they have stayed close to clients and navigated that disruption in real time.”

Fuel EU entered its first full compliance cycle, becoming a direct factor in voyage economics. Then regulatory uncertainty persisted with key decisions at the MEPC in October being delayed.

Appointed Head of New Fuels in February 2026, Dionysis Diamantopoulos has overseen the continued expansion of the company’s new fuels offering during the past critical few months.

He said, “We are supporting clients through a wide and evolving portfolio that includes biofuels and biofuel blends, LNG and bio-LNG, pooling and insetting solutions.”

“This approach has allowed us to increase our visibility in the market and contributed to doubling our new fuels volumes over the past year.”

Glander International Bunkering has continued to develop its approach to well-to-wake bunker management, which is a more integrated model of managing fuel, emissions, price and risk.

Ladekjær explains: “It has undeniably been a volatile year for global shipping, and it has changed our role in bunker trading. Our clients do not only come to us for fuel supply, they come to us to manage cost, compliance, and risk.”

The company said this approach reflects a broader shift in the market, where bunker decisions are no longer standalone transactions. They are directly linked to cost exposure, compliance and operational performance across the full fuel lifecycle.

Photo credit: Glander International Bunkering
Published: 15 July, 2026