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SEA-LNG publishes response to World Bank’s ‘mistaken’ position on LNG as marine fuel

‘LNG reduces up to 23% of GHG […] waiting for future fuels and not utilising LNG, which is safe, proven, competitive and available today, is a mistake,’ said SEA-LNG.
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Global multi-sector industry coalition SEA-LNG on Tuesday (20 April) published its response to recent reports by the World Bank that makes recommendations for future zero low carbon fuels while discouraging the uptake of liquified natural gas (LNG) as a bunker fuel:

Industry coalition stresses that LNG fuels reduce up to 23% of GHG emissions, and that bio- and synthetic LNG offer low risk, incremental pathways to net zero. 

Waiting for future fuels and not fully utilising LNG, which is safe, proven, competitive and available today, is a mistake.  We need to take advantage today of the confirmed reduction in GHG of up to 23% (Well-to-Wake) and the obvious air quality benefits of LNG as a maritime fuel. To continue to wait for unproven alternatives only makes the current GHG and local emissions problems worse.

The World Bank’s recent report, ‘The Role of LNG in the Transition Toward Low- and Zero-Carbon Shipping’ attempts to prescribe solutions and predict the timing of future technology development. SEA-LNG believes strongly that the transition to future fuels must not follow this prescriptive approach. It is far too early to decide what the real potential of various alternative fuels will be for a highly complex, hard-to-abate, global industry.

Theoretical arguments are an important starting position, however, the 50+ years of proven, safe operational experience that the industry has with LNG speaks for itself. Further, bio- and synthetic LNG offer an incremental pathway for the decarbonisation of the global shipping industry — one that is already being implemented by a growing number of shipowners. The existing LNG infrastructure is being used today, and is interchangeable with its bio- and synthetic alternatives, thereby providing a low risk, long-term decarbonisation alternative.

By focusing on theoretical, unproven solutions, the World Bank stifles innovation in technologies that can also provide answers in the decades ahead. We strongly encourage all institutions around the globe that have a place in the policy debate to set standards and targets that drive real and immediate reductions in GHG emissions, and not prescribe specific technology solutions that are untried and unproven in the real world.

To suggest that investments not be made in the LNG sector is unwise, and will prolong the use of higher emissions fuels and slow down shipping’s decarbonisation.

Technologies are constantly evolving, and it is essential to use up-to-date data when evaluating different propulsion alternatives for the maritime sector. Based on the primary data and methodology of SEA-LNG’s latest research, we are unequivocally confident that Sphera’s ‘2nd Lifecycle GHG Emission Study on the use of LNG as a Marine Fuel’ is the definitive study on the essential role that LNG has to play in shipping’s pathway to decarbonisation. The findings are based on the latest primary data, assessing all major types of marine engines and global sources of supply, follows ISO standards, and is independently peer reviewed by neutral academics. This is in contrast to some of the studies that the World Bank cites which are based on out-of-date technologies used in niche maritime operations.

The SEA-LNG study, published last week, shows that LNG as a marine fuel provides GHG benefits of up to 23% on a Well-to-Wake (WtW) basis and up to 30% on a Tank-to-Wake (TtW) basis compared with current oil-based marine fuels.

While methane slip is an issue that needs to be addressed, its effect must be quantified using up to date and accurate information. Using current engine information, as the SEA-LNG study does, shows that methane slip does not impact LNG’s GHG reduction potential to the extent that the World Bank report claims. LNG engine solutions are already in use today with minimal methane slip. Manufacturers are on a pathway to continue to reduce methane slip even further through measures which include design changes, and the implementation of advanced combustion algorithms. LNG-fuelled vessels being built today have much lower levels of methane slip than what is often cited in academic studies, including the IMO 4th GHG study. As Peter Keller, Chairman of SEA-LNG recently noted, “often based on outdated data, methane slip has become an overused argument for those wishing to justify inaction.”

The World Bank report also fails to acknowledge the very rapid acceleration in the availability of Bio-LNG.  The European Biogas Association expects a ten-fold increase in Europe by 2030 and according to a study by the International Energy Agency (IEA), every part of the world has significant scope to produce biogas and/or biomethane, the gaseous form of bio-LNG. The 2020 Bio and synthetic fuels study by CE Delft highlights that large-scale bio-LNG supplies produced from sustainable biomass resources could be available in the 2030s, presenting the maritime sector with a safe and scalable alternative fuel. Significant volumes of bio-LNG can be derived from human and livestock waste streams, the positive health implications of which the World Bank does not appear to acknowledge.

While highlighting green ammonia and hydrogen as the only viable future fuels, the World Bank report fails to mention the major challenges associated with these fuels. Considerable research and development, as well as extensive operational testing is still needed. Major technological and regulatory hurdles must be overcome before ammonia and hydrogen can safely be used as fuels in the marine environment, and investment cases will be hindered by the low energy density of these fuels. The massive investments that will be required in new infrastructure will have to be co-ordinated with ship-owners and other stakeholders. The World Bank’s untested theoretical approach risks delaying the shipping industry’s decarbonisation and at worst it can lead the industry down a technology cul-de-sac.

The global health benefits resulting from the use of LNG as a marine fuel are well known and accepted. LNG-fuelled vessels emit virtually no SOx while dramatically limiting emissions of NOx. It also virtually eliminates particulate matter, including black carbon or soot, which while not yet regulated, is an environmental concern. We should not miss this opportunity, especially in developing economies where air pollution is a significant and growing problem. 

By investing in LNG dual-fuelled vessels, the shipping industry begins the decarbonisation process now. This creates a direct pathway to significantly lower carbon emissions and facilitates the introduction of zero-carbon alternative fuels as and when they become commercially and operationally viable.

SEA-LNG encourages informed debate of future fuels. It is important however, to base this debate on objective, up-to-date Life Cycle Analysis and recognise that we need to start with proven technologies not future concepts that are currently no more than wishful thinking.

Related: SMTC 2021: Political will and time the missing components from shipping’s transition away from fossil fuels
Related: World Bank report discusses decarbonisation; names ‘most promising’ future bunker fuels
Related: SEA-LNG: Independent study confirms LNG reduces shipping GHG emissions by 23%


Photo credit: SEA-LNG
Published: 23 April, 2021

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Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.
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Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Taiwanese shipping firm Yang Ming Marine Transport Corporation (Yang Ming) and South Korean shipbuilder Hanwha Ocean on Wednesday (2 September) signed a shipbuilding contract for six 13,000 TEU class LNG dual-fuel container vessels. 

The contract was signed by Dr. Chuck Tsai, Chairman of Yang Ming, and Mr. Charles Kim, CEO of Hanwha Ocean. The vessels are scheduled for delivery between 2028 and 2029. 

They will complement Yang Ming’s existing fleet of 10,000+ TEU vessels and serve as key vessels on East-West services, with deployment flexibility across trade lanes connecting Asia with the East and West Coasts of North America, South America, and the Mediterranean. 

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

“As Yang Ming transitions toward net-zero emissions, LNG provides a relatively mature and economically viable alternative fuel solution, capable of reducing greenhouse gas emissions by approximately 20%,” the company said. 

“At the same time, ammonia can serve as a carbon-free fuel by utilising converted LNG storage facilities, while offering relatively lower conversion costs and comparatively well-developed supply chains and infrastructure. The Ammonia Fuel Ready design will therefore provide Yang Ming with greater flexibility in responding to increasingly stringent international regulations on greenhouse gas emissions.”

In addition, the vessels will be equipped with Type B LNG fuel tanks with a design pressure of 1.0 bar to enhance the safety and efficiency of LNG operations, together with a range of energy-saving technologies, including Wind Shields, Rudder Bulbs, Pre-Swirl Stators, and Shore Power Systems. Smart ship technologies and cybersecurity protection features will also be incorporated to enhance operational efficiency, safety, and reliability while effectively reducing fuel consumption and greenhouse gas emissions.

Deliveries under Yang Ming’s next-generation fleet optimization plan commenced earlier this year. By 2030, a total of 24 new vessels are expected to enter service. 

This includes 18 LNG dual-fuel vessels—comprising five 15,500 TEU, seven 16,000 TEU, and the six 13,000 TEU vessels under this contract—alongside six 8,000 TEU methanol dual-fuel-ready ships. 

 

Photo credit: Yang Ming Marine Transport
Published: 4 September, 2026

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LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Both secured AiP for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.
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LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Lloyd’s Register (LR) and the Marine Design and Research Institute of China (MARIC) on Thursday (3 September) have secured Approval in Principle (AiP) for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

Announced at SMM 2026, the concept addresses one of the biggest investment challenges facing shipping today: the need to develop vessels and capabilities that can support a range of alternative fuel options and pathways as technologies, infrastructure and regulations evolve.

While LNG is already a mature fuel pathway, methanol and ammonia remain at an earlier stage of development, with questions around global fuel availability, infrastructure development, economics and long-term adoption.

The 114,000 DWT tanker concept has been designed as a product and crude oil carrier that can accommodate future conversion to LNG, methanol or ammonia as technologies, regulations and fuel supply chains mature. By incorporating conversion readiness at the design stage, the concept aims to reduce future retrofit complexity and provide owners with greater confidence when planning long-term fleet investments.

The design concept was reviewed against LR’s July 2026 class rules and regulations, including requirements relating to ships using gases and other low-flashpoint fuels, alongside relevant IACS Common Structural Rules for oil tankers. Final classification and statutory approval remain subject to full compliance with all applicable rules and regulations.

Theo Kourmpelis, Global Business Director for Tankers, Lloyd’s Register, said: “Shipowners are being asked to make major investment decisions today despite continued uncertainty around which fuels will dominate in the decades ahead. Alternative fuel solutions each offer potential pathways to compliance, but fuel infrastructure, regulation and economics continue to evolve at different speeds around the world.

“Designs that preserve flexibility will be critical in helping owners manage risk while preparing for multiple future scenarios.”

Si Nan, Marine & Offshore Marketing Department Vice Director, MARIC, said: “As the industry explores different decarbonisation pathways, shipowners need vessel designs that can adapt alongside technological and regulatory developments. This concept was developed specifically to provide greater fuel flexibility and long-term resilience, allowing owners to respond to changing market requirements without being locked into a single fuel strategy.

“Receiving Approval in Principle from Lloyd’s Register is an important milestone that validates the design concept and supports its future development.”

 

Photo credit: Lloyd’s Register
Published: 4 September, 2026

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DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

LNG-fuelled vessels accounted for the vast majority of August activity while the strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year.
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September 4, 2026

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DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

Latest data from classification society DNV’s Alternative Fuels Insight (AFI) platform alternative-fuelled vessel ordering was strong in August, with 52 new vessels added to the platform.

This is the highest monthly total since October 2024 and follows another active month in July, when 47 vessels were added to the database.

LNG-fuelled vessels accounted for the vast majority of August activity, with 46 orders recorded. The container segment led the way with 30 orders, while the car carrier segment contributed a further 12 LNG-fuelled vessels. In addition, four ethanol-fuelled bulk carriers and two hydrogen-powered bulk carriers were added during the month, as well as one LNG bunker vessel.

The strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year. In total, 242 alternative-fuelled vessel orders have been placed in the first eight months of 2026, representing a 27% increase compared with the same period in 2025.

LNG remains the dominant fuel choice, accounting for 63% of all alternative-fuelled vessel orders registered so far this year. Container vessels represent the largest share of these LNG orders (59%), followed by car carriers (30%).

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, said: “The past two months have been particularly strong for alternative-fuelled vessel ordering, with August recording the highest monthly total we’ve seen since October 2024. This has helped lift year-to-date orders to a level well above the same period last year.

“LNG remains the leading fuel choice, driven largely by activity in the container and car carrier segments. These sectors have been among the earliest adopters of alternative fuels, supported by predictable liner operations and increasing demand from cargo owners to reduce emissions across supply chains. 

“For many owners, LNG offers a combination of emissions reductions, fuel availability and future flexibility while the longer-term fuel landscape continues to evolve. 

“At the same time, the latest figures include orders for ethanol- and hydrogen-fuelled vessels, highlighting that owners continue to explore a range of decarbonization pathways. Different segments are making different fuel choices, but the overall level of activity demonstrates continued investment in lower-emission shipping.”

Screenshot 2026 09 04 at 12.29.26 PM Screenshot 2026 09 04 at 12.29.36 PM

 

Photo credit: DNV
Published: 4 September, 2026

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