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Alternative Fuels

SEA-LNG: New independent study confirms bio-LNG’s role in shipping’s decarbonisation

Study explored questions around fuel availability, cost, lifecycle emissions and logistics, providing an overview of the applicability of bio-LNG as marine fuel.

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A new study commissioned by SEA-LNG has found that liquified bio-methane (bio-LNG) can make a major contribution to maritime decarbonisation.

Conducted by the Maritime Energy and Sustainable Development Centre of Excellence (MESD CoE) at Nanyang Technological University, Singapore (NTU Singapore), the study explored questions around fuel availability, cost, lifecycle emissions and logistics, providing an overview of the applicability of bio-LNG as marine fuel. It also investigated the feasibility of LNG and bio-LNG as a realistic pathway for the shipping industry to achieve greenhouse gas emission reduction targets in a sustainable manner.

Bio-LNG can be blended with fossil LNG in relatively small amounts to reach the 2030 International Maritime Organization targets and the biofuel proportion in the mix can be increased to meet 2050 targets.

The findings suggest that pure bio-LNG could cover up to 3% of the total energy demand for shipping fuels in 2030 and 13% in 2050. If it is considered as a drop-in fuel blended with fossil LNG, bio-LNG could cover up to 16% and 63% of the total energy demand in 2030 and 2050, respectively, assuming a 20% blending ratio. In the long term, shipowners who have invested in the LNG pathway will need to shift to renewable synthetic LNG (e-LNG).

The report also forecasts that the average cost for delivered bio-LNG will fall by 30% by 2050 compared to today’s values, mainly driven by the reduced cost of producing biomethane in large-scale anaerobic digestion plants. This makes bio-LNG one of the cheapest sustainable alternative marine fuels, compared to biomethanol and electro-fuels, including e-ammonia and e-methanol.

Furthermore, the report highlights that the uptake of bio-LNG in shipping will be linked to the widespread use of biomethane across other sectors.  This will require national and international standards for biomethane injection into gas grids, plus a commonly accepted certificates of origin scheme to efficiently trade biomethane in its gaseous and liquefied forms and to minimise transportation costs.

bioLNG study figure 3

Peter Keller, Chairman, SEA-LNG, said: “The decarbonisation of shipping will require the use of multiple low and zero carbon fuels. Every fuel has its own individual, but similar, pathway to net zero. When assessing decarbonisation options for the maritime sector it is essential that each pathway is properly evaluated, not simply the destination. It is crucial that decision making is guided by accurate information that assesses each alternative fuel pathway on a like-for-like and full life-cycle basis (Well-to-Wake).”

Keller added: “The viability of the LNG pathway depends on the volumes of bio-LNG and e-LNG that become available to the shipping industry, and the cost of these fuels in comparison to other zero or low carbon fuels. This latest study from the Maritime Energy and Sustainable Development Centre of Excellence at Nanyang Technological University, Singapore, confirms that bio-LNG is a solution for the decarbonisation of the shipping sector thanks to the mature and commercially available technologies for fuel production and use on-board, existing delivery infrastructure plus the competitive cost compared to other sustainable biofuels and electro-fuels.”

Associate Professor Jasmine Lam, Centre Director, MESD CoE, NTU Singapore, said: “Our research concludes that bio-LNG, produced from sustainable biomass resources, has the potential to meet a significant proportion of future shipping energy demand. The findings show that bio-LNG is among the cheapest sustainable biofuels and can potentially offer significant cost advantage over electrofuels by 2050.”

Bruno Piga, Research Consultant for MESD CoE, NTU Singapore, added: “Bio-LNG can provide up to 80% greenhouse gas emissions reductions compared to marine diesel if methane leakage in the production process and on-board methane slip are minimised. It can be used as a drop-in fuel in existing LNG-fuelled engines and can also be transported, stored and bunkered in ports using the existing LNG infrastructure. This reduces logistics costs considerably compared with other alternative fuels.”

For more information and to download the full report and key findings, please visit the SEA-LNG website here.

 

Photo credit: SEA-LNG
Published: 6 October, 2022

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LNG Bunkering

South Korea’s HJSC scores LNG bunkering vessel order from H-Line Shipping

HJ Shipbuilding & Construction has secured its first order of the year with a contract worth KRW 127.1 billion (USD 87.6 million) to build an 18,000㎥ LNG bunkering vessel for H-Line Shipping.

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South Korean HJSC scores LNG bunkering vessel order from H-Line Shipping

HJ Shipbuilding & Construction (HJSC) has secured its first order of the year with a contract worth KRW 127.1 billion (USD 87.6 million) to build an 18,000㎥ LNG bunkering vessel for H-Line Shipping. 

The contracted vessel is a large-scale LNG bunkering ship measuring 144 meters in length, 25.2 meters in width, and 12.8 meters in depth. It is capable of supplying up to 18,000㎥ of LNG in a single operation to LNG-fuelled ships. 

Equipped with two independent LNG tanks certified by the International Maritime Organization (IMO), the vessel features a dual-fuel propulsion system that allows it to operate on both eco-friendly LNG and marine diesel oil. This advanced system ensures both stability and operational efficiency while effectively reducing carbon emissions.

Yoo Sang-cheol, CEO of HJSC, said, “As global LNG demand and supply continue to grow, the LNG bunkering vessel market will see steady expansion.” 

“We will focus on strengthening our expertise in building eco-friendly, high-value-added ships, securing a competitive edge that aligns with our legacy as a leader in shipbuilding.”

This achievement follows the company's success in 2014 when it built the world’s first 5,100㎥ LNG bunkering vessel for Japan’s NYK Line.

“This accomplishment also reinforces South Korea’s shipbuilding industry's efforts to enhance competitiveness by securing high-efficiency, environmentally friendly vessels in the global market,” HJSC said. 

“Notably, with the anticipated expansion of oil and natural gas drilling and the resumption of LNG exports under the second Trump administration in the US, the market for crude oil carriers, LNG carriers, and LNG bunkering vessels is expected to see significant growth.”

“This trend is likely to benefit the country’s highly competitive shipbuilding industry.”

 

Photo credit: HJ Shipbuilding & Construction
Published: 12 February, 2025

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Methanol

India’s first bio-methanol bunker barge to be part of new bunkering facility project

Construction of the bunker barge is part of a MoU between Bapu’s Shipping Jamnagar and Deendayal Port Authority to develop a methanol bunkering facility at Kandla.

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India’s first bio-methanol bunker barge to be part of new bunkering facility project

India’s shipping company Bapu’s Shipping Jamnagar on Sunday (9 February) announced it has signed a Memorandum of Understanding (MoU) with Deendayal Port Authority on 8 February to develop a methanol bunkering facility at Kandla. 

The firm said the construction of India’s first bio-methanol bunker barge will be a key part of this initiative to cater to the growing requirement for sustainable maritime fuel. 

“India’s first methanol bunker barge will be constructed at Deendayal Port, marking a significant step in accelerating green shipping and decarbonisation,” said Bhupendra Sinh Jadeja, Managing Director of Bapu’s Shipping. 

“With global ports like Shanghai, Ulsan, Singapore, and Rotterdam advancing methanol bunkering, India is stepping up! Deendayal Port Authority has committed to providing necessary infrastructure support to fast-track the bunker supply chain.”

“We are honoured to be their channel partner in this transformative journey.”

 

Photo credit: Bapu’s Shipping Jamnagar
Published: 12 February, 2025

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Alternative Fuels

Argus Media: California aims to expand alternative bunker fuels

State senate bill 298, introduced by state senator Anna Caballero, would require a plan to be developed by 31 December 2030 for use and deployment of alternative marine fuels at California’s public seaports.

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California lawmakers will consider expanding alternative marine fuels use by ocean-going vessels on the state's coast.

12 February 2025

State senate bill 298, introduced by state senator Anna Caballero (D), would require the California State Energy Resources Conservation and Development Commission (Energy Commission), the California Transportation Agency and the state board to develop a plan by 31 December 2030 for the use and deployment of alternative fuels at California's public seaports.

The plan should identify significant alternative fuel infrastructure and equipment trends, needs, and issues and describe how the state will facilitate permitting and construction of infrastructure to support alternative fuels. The plan should also identify locations for alternative fuel infrastructure, provide a reasonable timeline for its installment and estimate the costs, including public or private financing opportunities.

The bill also calls for the Energy Commission to convene a working group consisting of representatives of seaports, marine terminal operators, ocean carriers, waterfront labor, cargo owners, environmental and community advocacy groups, the Transportation Agency, the state board, the Public Utilities Commission, and air quality management and air pollution control districts. The working group will advise the commission.

The US territorial waters, including California's, are designated as emission control areas (ECAs). In the ECAs, the sulphur content of marine fuel burned by ocean-going vessels is capped at 0.1pc. Thus ocean-going vessels within 24 nautical miles of California burn 0.1pc sulphur maximum marine gasoil (MGO). Ocean-going vessels could achieve the equivalent of 0.1pc sulphur marine fuel emissions by installing marine exhaust scrubbers. But California has banned their use. California is the only US state that has banned the outright use of marine scrubbers.

California also requires that ocean-going vessels while at berth in California ports must either use shore power or use alternative technology such as batteries. The regulation came into force for container ships, reefers and cruise ships in 2023. It came into force this January for tankers visiting Los Angeles and Long beach and for roll on roll off vessels. Starting on 1 January 2027, it will apply to all tankers at berth in all California's ports.

US harbor craft vessels (such as barges, commercial fishing vessels, excursion vessels, dredgers, pilot vessels, tugboats and workboats) in California's waters are required to burn renewable diesel (R99 or R100). By comparison, elsewhere in the US, harbor craft vessels are required to burn ultra-low sulphur diesel (ULSD). In January, Los Angeles ULSD averaged at $773/t and R99 at $962/t.

By Stefka Wechsler

 

Photo credit and source: Argus Media
Published: 12 February, 2025

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