Is it time to consider the standardisation of LNG bunker vessels?

The use of LNG as a marine fuel is here to stay, at least for the duration of the lifecycle of the current crop of dual-fuel enabled newbuildings, and this surge in LNG adoption brings into focus the need for an efficient and standardised LNG bunkering infrastructure, capable of supporting the growing number of dual-fuel vessels.

In my opinion, the case for standardisation in LNG bunkering vessels is compelling. Standardised fueling systems could streamline operations, reduce the training burden on crew members, and minimise the risk of errors during bunkering processes. Uniform standards across the global fleet would not only enhance operational efficiency but also improve safety measures, ensuring that bunkering procedures are consistently executed to high standards. The potential cost savings from standardisation are also significant, as it would reduce the need for customised vessel designs and specialised training programmes.

However, I admit, the path to standardisation is fraught with challenges. The diversity in port infrastructure and regional regulations presents a significant hurdle. Ports around the world vary widely in their capabilities and the types of vessels they accommodate, complicating efforts to implement a one-size-fits-all standard.

But it can be done. Speaking to TotalEnergies Marine Fuels global sales and business development director, Denis Bonhomme, on the sidelines of the LNG Bunkering and Future Fuel Global Summit in Amsterdam (14-15 May 2024), I was struck by his insights into “bunkering” in the aviation industry, in which the company is a major player. Fuel supply and fueling equipment are highly standardised worldwide. This standardisation encompasses the types of fuel trucks, hoses, and fueling procedures, ensuring consistent and safe operations at airports globally.

Beyond the immediate operational concerns, there is a growing interest in integrating CO2 capture and storage capabilities within LNG bunkering vessels. A delegate at the Riviera CO2 Shipping & Terminals conference, which took place in London in June 2024, asked a panel from the floor if it saw a future for bunker vessels acting as CO2 off-takers for deep-sea vessels? The panel responded that factors such as multiple handling, port fees, access to vessels, and so on, must be considered but overall, the concept was considered credible by the experts.

The bunkering and CO2 collection concept is not new and this dual functionality could offer a strategic advantage, aligning with broader decarbonisation goals and through the integration of CO2 handling systems, such as gas combustion units (GCUs) or reliquefaction units, would address both LNG bunkering and carbon capture needs. However, this adds another layer of complexity, requiring advanced safety protocols and possibly new regulatory frameworks to ensure safe and efficient operations. The IGF Code and relevant ISO standards provide a foundation, but more specific guidelines tailored to the unique challenges of LNG and CO2 handling are needed.

And as we know, if there is one this shipping is good at, it is finding solutions to unique challenges. I look forward to hearing your thoughts on the subject of standardisation of LNG bunkering vessels and the notion of combined CO2 collection at the LNG Shipping & Terminals Conference 2024 being held in London 12-13 November 2024.