LNG is the most mature alternative marine fuel after biofuel blends. It is natural gas cooled to -162°C, occupying about 1/600th of its gaseous volume, enabling efficient storage. LNG offers SOx emissions near zero, significantly reduced NOx and particulate matter, and 20-25% lower CO₂ per energy unit compared to fuel oil — though methane slip concerns apply to certain engine types.
Purpose-built LNG dual-fuel vessels (container, tanker, cruise, ferry)
LNG bunkering requires cryogenic storage tanks, specialised bunkering vessels or trucks, and crew training on gas handling. The fuel must remain at -162°C; boil-off during storage adds operational complexity. Capital cost for LNG-fuelled vessels is 15-25% higher than conventional equivalents.
LNG bunkering is commercial at Rotterdam, Singapore, Algeciras, Barcelona, Fujairah (developing), Zeebrugge, and an expanding list of other ports. Global coverage is steadily improving but nothing like the ubiquity of VLSFO.
Methane is a potent greenhouse gas (~28-86× CO₂ over various timeframes). Four-stroke Otto-cycle LNG engines have higher methane slip than two-stroke diesel-cycle engines. Regulators are beginning to factor methane slip into lifecycle GHG calculations, which tightens LNG's GHG advantage.
LNG is generally viewed as a transition fuel. It reduces GHG versus HFO but does not reach zero carbon. Bio-LNG and e-LNG (synthetic methane) could achieve deeper reductions but at significant cost and with limited supply. Long-term decarbonisation likely moves to ammonia, methanol, or hydrogen derivatives.
Ports in our directory where LNG is available as a standard commercial grade:
Seven Ocean procures marine fuel at every major global hub. Tell us the vessel, the port, the grade, and we'll come back with a stem.
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