The global fleet powered by liquefied natural gas (LNG) continues to grow, but the number of vessels required to supply it risks failing to keep pace. By 2030, between 165 and 208 LNG bunker vessels could be needed, compared to a fleet that currently counts around 70 units. This is the gap that emerges from DNV's new white paper *LNG Bunker Vessels – Facilitating the transition to alternative fuels*, which identifies refueling capacity as one of the potential bottlenecks in shipping's energy transition.
According to DNV data, around 900 LNG-powered units are already operational worldwide, excluding LNG carriers, of which about 200 entered service in 2025 alone. Another 650 ships are currently on order and are scheduled for delivery by 2030.
This growth spans various shipping segments, but it is strongest in container transport. The result is a rapid rise in fuel demand. LNG consumption by gas-powered vessels grew by over 500% between 2020 and 2024, and DNV forecasts a further 167% increase between 2025 and 2030.
This is where the problem emerges. The expansion of bunkering capacity is not moving at the same speed. In a more conservative scenario developed by DNV, the required LNG bunker vessels could reach around 165 by 2030. The current fleet and order book would be sufficient to cover demand until 2027, but from 2028 an acceleration in investment would be required.
In the higher-growth scenario, based on Clarksons' projections, DNV assumes that by 2030 all LNG-ready ships will actually use liquefied natural gas as fuel. In this case, the requirement would rise to around 208 LNG bunker vessels, and the capacity of the existing fleet and units already on order would not be enough to satisfy demand.
Vessel sizes are changing as well. Smaller units continue to serve ports and coastal routes, but new orders are increasingly focusing on bunker vessels of 18,000 to 20,000 cubic meters, suitable for major international hubs and for distributing fuel across multiple ports and ships. Today, 49% of the fleet already has a capacity of 10,000 cubic meters or more, while 36% falls between 5,000 and 10,000 cubic meters.
The market's geography is also evolving. Europe remains the main global LNG bunkering hub, holding 33% of units and a consolidated network centered around Amsterdam-Rotterdam-Antwerp, Zeebrugge, Marseille, Gibraltar, and Nordic ports. However, Asia, with 30% of the fleet, is the primary growth engine: Singapore leads the market, while China, South Korea, and Japan are increasing the capacity and size of deployed units.
Increasing the number of bunker vessels, however, may not be enough. DNV emphasizes that effective capacity also depends on the availability of onshore infrastructure. Investment will therefore also be needed in storage facilities, dedicated berths, transfer systems, and digital tools to coordinate operations. Otherwise, the bottleneck risks simply shifting from ships to ports.
In this landscape, ship-to-ship bunkering—direct refueling from a bunker vessel to a gas-powered ship—is becoming increasingly important. It is a method suited to large units and short port stays because it offers high transfer rates and greater flexibility.
Yet the growth of LNG opens a broader question regarding decarbonization. DNV believes the fuel is destined to retain a role in shipping for longer than expected a few years ago, thanks to the maturity of its technology and infrastructure. However, its future competitiveness will depend on lifecycle emissions, the reduction of methane slip (unburned methane escaping combustion), and the availability of low-emission methane.
