Classification society DNV has cautioned that even as the LNG bunker vessel fleet expands, port infrastructure could become the next chokepoint for LNG-fuelled shipping, according to a new white paper reported by Ship & Bunker.
The report follows earlier findings, previously covered by Ship & Bunker, that up to 208 LNG bunker vessels may be required by 2030 to meet demand. However, DNV’s paper argues that vessel numbers alone will not guarantee smooth supply. Without matching investment in shoreside infrastructure, the classification society warns that “constraints simply shift from vessel availability to shoreside infrastructure and port operations,” as cited by Ship & Bunker.
Ports Face Mounting Pressure
DNV identifies storage capacity, dedicated berths, compatible transfer systems, and digital scheduling tools as key areas requiring investment. According to the white paper, pressure is already building around port readiness, berth availability, and transfer windows, with LNG bunkering increasingly competing “not only with other fuels, but also with time, space, and operational margin.”
The paper also points to recent disruption in the Strait of Hormuz as evidence of how quickly regional LNG availability can shift, adding further strain to markets already experiencing strong demand growth, Ship & Bunker reports.
Fleet Trends and Conversion Option
On vessel supply, DNV notes that newbuilding orders are concentrated in the 18,000 to 20,000 cbm range, primarily serving major international hubs and hub-and-spoke distribution networks. Europe remains the most established bunkering region, centered on ARA, Zeebrugge, Marseille, and Gibraltar, while Asia is described as the primary growth engine, led by Singapore, with China expanding ship-to-ship capability across multiple ports.
To build capacity more quickly than newbuilds allow, DNV highlights converting small-scale LNG carriers, which already possess cryogenic containment, boil-off gas control, and emergency shutdown systems. However, the paper cautions that conversion “is not a simple notation exercise,” citing transfer compatibility challenges across different vessels’ manifolds, hoses, couplings, and shutdown logic that could create “unsafe surge pressures, uncontrolled releases, or delayed isolation.”
Ammonia Rules Introduced
Separately, DNV reports it introduced ammonia-specific requirements into its Gas Bunker Vessel Rules in July 2026. These additions cover transfer connection arrangements, enhanced deck water spray, fixed water monitors, leak detection, toxic zone management, and nitrogen inerting to guard against stress corrosion cracking. The update comes as the first ammonia bunker vessel described as operational has entered service in China, according to the report.
Does This Matter to You?
Port operators, bunker suppliers, and LNG-fuelled vessel operators may find this development relevant as it signals where future capacity constraints could emerge. DNV’s assessment suggests that fleet expansion alone will not resolve bunkering bottlenecks, meaning infrastructure planning, berth scheduling, and transfer compatibility could become increasingly important factors for those relying on LNG or ammonia bunkering in the coming years. The paper also flags regional supply volatility, such as disruptions in the Strait of Hormuz, as a factor that could influence bunkering reliability in high-demand markets.
Gulf Bunkering does not provide operational or security guidance. This article is for informational purposes only. Operators should consult flag state authorities, P&I clubs, and relevant advisories for decisions relating to transit planning.
Sources: Ship & Bunker
