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Alternative Fuels

SEA-LNG slams ICCT: Report on LNG Pathway makes ‘flawed assumptions based on outdated data’

Study used ‘poor data and unrealistic assumptions to misrepresent benefits of LNG pathway for shipping’s decarbonisation transition’, says SEA-LNG.
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Global multi-sector industry coalition SEA-LNG on Tuesday (20 September) took a swipe at the International Council on Clean Transportation (ICCT) report titled ‘Comparing the Future Demand for, Supply of, and Life-Cycle Emissions from Bio, Synthetic, and Fossil LNG Marine Fuels in the European Union’: 

The recent ICCT study comparing the demand for, supply of and life-cycle emissions from bio, synthetic and fossil LNG marine fuels fails to take account of the latest data on technology available to LNG-fuelled vessels.

Cost of the LNG pathway

The ICCT significantly understates the potential availability of bioLNG for shipping in Europe and overstates its costs. It estimates a maximum of 700 PJ (Peta Joules) of bioLNG could be available in 2030 if shipowners, operators, and charterers are willing to pay up to €216/GJ. This is implausible when current volumes of European biomethane production are 690 PJ – from anaerobic digestion, only – at a cost of €14-25/GJ – according to the European Biogas Association.

The ICCT correctly states the supply of e-LNG is potentially unlimited but will be expensive. The ICCT fails to add that because approximately 80% of the cost of producing e-fuels is associated with producing the common renewable hydrogen feedstock, all e-fuels will be similarly expensive, not just e-LNG.

The ICCT’s forecast that Europe will need approximately €18bn pa of public support for the LNG pathway in 2030 is based on these flawed figures. SEA-LNG will have more to say on bioLNG cost and availability in early October. The ICCT also makes no attempt to quantify the support required for other fuels, which are based on unproven technologies and will, in addition, require massive new infrastructure investments.

Methane slip

The ICCT’s forecasts of life-cycle, or Well-to-Wake (WtW), CO2e emissions for LNG-fuelled vessels in 2030 are out of date. They are based on historic vessel fleet data dominated by older, obsolete 4-stroke low-pressure diesel engine technologies.

For its WtW CO2e GHG emissions calculations, ICCT uses secondary data based on old engine technologies to give a maximum GHG reduction for LNG-fuelled vessels of 15% compared to marine gas oil. This is far less than the 23% identified by Sphera in their landmark 2021 study, which uses current primary data from all major engine manufacturers, takes account of methane emissions and is widely available for review.

Furthermore, the latest DNV data on the LNG order book shows over half of LNG-fuelled new builds will use the latest high-pressure 2-stroke engines, of which 70% will be high-pressure engines producing negligible methane slip. These engines will operate in deep sea shipping where 70%-80% of marine fuel is burned, thus affecting the majority of GHG emissions.

The ICCT view on methane slip fails to account for engine technology development. LNG engine technology has reduced methane slip by over 75% since the fuel was first introduced at the turn of the century. The Sphera study forecasts that methane slip will have been virtually eliminated for all engine types by 2030 due to engine manufacturer innovations and other methane abatement initiatives.

Waiting is not an option – LNG as a marine fuel delivers immediate GHG benefits and a lower risk, lower cost, and has an incremental pathway to zero emissions through bioLNG in the near term and e-LNG in the mid to long term.

Related: ICCT: Methane slip must be eliminated for renewable LNG bunker fuel to be a feasible solution for shipping

 

Photo credit: SEA-LNG
Published: 21 September, 2022

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LNG Bunkering

PIL’s LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on LNG and low-sulphur fuel oil that helps reduce our greenhouse gas emissions.

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PIL's LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

Singapore-based Pacific International Lines Pte Ltd on Monday (20 July) said its first 13,000 TEU LNG dual-fuel container vessel, Kota Elok, recently made her maiden call to Singapore on 15 July.

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on liquefied natural gas (LNG) and low-sulphur fuel oil that helps reduce our greenhouse gas emissions. 

The vessel also incorporated energy-saving features and digital technologies to reduce fuel consumption and enhance operational performance, as well as a bow windshield to improve aerodynamics, contributing to improved fuel efficiency and lower emissions over the course of long-haul voyages.

“Following Singapore, Kota Elok will continue her voyage on our East Coast Service 1 (ES1) route to South America, calling at ports in Brazil, Uruguay, and Argentina before returning to Asia,” the company said in a social media post. 

Kota Elok also became PIL’s first vessel to receive Lloyd’s Register certification for compliance with the IACS UR E26 and UR E27 cyber security requirements.

Developed by the International Association of Classification Societies (IACS), UR E26 and UR E27 are mandatory cyber resilience requirements for newbuild vessels contracted from 1 July 2024. 

 

Photo credit: Pacific International Lines
Published: 21 July, 2026

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LNG Bunkering

CIMC SOE secures order for 12,000-cbm LNG bunkering vessel from Sinopec Clean Energy

Once operational, the vessel is expected to strengthen Sinopec’s domestic coastal LNG bunkering network and help address gaps in China’s alternative fuel bunkering infrastructure.
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CIMC SOE secures order for 12,000-cbm LNG bunkering vessel from Sinopec Clean Energy

China’s Nantong CIMC Sinopacific Offshore & Engineering Co., Ltd. (CIMC SOE) recently signed a contract with Sinopec (Beijing) Clean Energy Co., Ltd. to build a 12,000-cubic metre (m3) LNG bunkering vessel, according to Chinese maritime media.

The vessel is scheduled for delivery in 2028 and will support Sinopec’s efforts to expand its presence in the marine clean energy sector.

Once operational, the vessel is expected to strengthen Sinopec’s domestic coastal LNG bunkering network and help address gaps in China’s LNG bunkering infrastructure.

With this signing , CIMC Pacific Offshore Engineering’s LNG bunkering vessel orderbook is further strengthened, maintaining its leading position in the global market for small and medium-sized LNG bunkering vessels.

The contract also marked another milestone for CIMC SOE, which has seen a sharp increase in orders and business performance this year amid a surge in domestic LNG vessel demand.

 

Photo credit: Nantong CIMC Sinopacific Offshore & Engineering
Published: 21 July, 2026

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Nuclear

ABS awards AiP to Korean institute for SMR-powered container ship concept design

KRISO says AiP recognises the technical feasibility and safety of its concept design, marking an important milestone toward the development of next-generation nuclear-powered commercial ships.
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ABS awards AiP to Korean institute for SMR-powered container ship concept design

Korea Research Institute of Ships & Ocean Engineering (KRISO) on Thursday (16 July) received Approval in Principle (AiP) from the American Bureau of Shipping (ABS) for its concept design of a 15,000 TEU Small Modular Reactor (SMR)-powered container ship utilising Molten Salt Reactor (MSR) technology.

KRISO said the AiP recognises the technical feasibility and safety of its concept design, marking an important milestone toward the development of next-generation nuclear-powered commercial ships.

“This achievement demonstrates international recognition of KRISO’s technological capabilities in the rapidly evolving field of nuclear-powered shipping, supporting the transition toward low-carbon maritime transport,” it said. 

Building on this milestone, KRISO will continue advancing basic and detailed ship design, paving the way for future demonstration and commercialisation of SMR-powered vessels. 

Through continued R&D and international collaboration, KRISO remains committed to strengthening next-generation maritime technologies and contributing to the safe deployment of nuclear propulsion in the maritime industry.

 

Photo credit: Korea Research Institute of Ships & Ocean Engineering
Published: 21 July, 2026

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