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Dylan Prins on BioLNG’s role on maritime decarbonization
1. What do you think is driving the growing interest in bioLNG today?
There has always been interest in BioLNG, but it was often on the sidelines. Last year there were two major developments that made it its “breakthrough year”. First, demand exploded following the introduction of FuelEU Maritime. Together with the phased expansion of EU ETS obligations for the maritime sector, increasing from 40% in 2024 to 70% in its second year, FuelEU Maritime created a business case for large scale use of BioLNG.
Second, supply growth was enabled by the rollout of Liquefaction by Equivalence. Originally, BioLNG was only readily available across the ZARA region (Zeebrugge, Amsterdam, Rotterdam and Antwerp), but over 2025 it was rolled out over many more terminals making BioLNG accessible across most of the EU. As BioLNG is biomethane in its liquified form, it can scale quickly by drawing on the existing EU biomethane market.
When demand and supply are both there, markets can scale quickly.
2. What role do you see bioLNG playing in the maritime fuel mix over the coming years?
I see BioLNG keeping a rather important role in the maritime fuel mix. Biomethane supply is growing rapidly, not only in Europe but also globally, while the number of LNG-fueled vessels that will be able to use BioLNG will continue to expand. Last year, 58% of the container vessels ordered were LNG-fueled vessels, according to DNV.
What sets BioLNG apart from most conventional renewable maritime fuels is the diversity of its feedstocks, which makes it a highly heterogenous product with a large variety of sustainability characteristics, while maintaining the same physical properties. It can be produced from conventional feedstocks, waste and residues, as well as advanced waste streams, with varying carbon intensity (CI) scores ranging from +30 to below -100 gCO2e/MJ. This makes BioLNG an attractive option in both GHG reduction-based markets and energy share-based markets.
Over the coming decades, the maritime sector has to achieve increasingly ambitious decarbonization targets, and I think BioLNG at first, and later e-LNG, have an important role to play here. Even though I firmly believe in the future of the BioLNG and e-LNG maritime decarbonization pathway, I do think the maritime decarbonization challenge is so big that we will need every renewable fuel we can produce – of course, provided they meet the sustainability criteria required to make sure we do not create any unintended externalities, as we have seen with the consumption of fossil fuels.
Especially with biofuels, different feedstocks have their preference for certain end fuels. Therefore, there will naturally be a variety of fuels produced. Waste-based oils and fats, for example, are more inclined to become liquid biofuels, while other feedstocks like manure or food waste are more suited to be digested and to become BioLNG. With the emergence of e-fuels, the playing field is a bit more level and provides more opportunities for one fuel to dominate, but it will take some time for that market to mature and scale.
Even though I think the future is bright, this does not mean that demand will go up in a straight line. It will come and go in waves but the overall direction is clear.
3. What do you wish more people understood about bioLNG as a decarbonization pathway?
It’s worth remembering that BioLNG is produced from biomethane and why biomethane is such a great solution: it can be produced in a decentralized way, supports better waste management and strengthens Europe’s energy independence by reducing reliance on imported fossil fuels.
However, the thing that frustrates me the most is that LNG is quite often compared to biomethanol and e-ammonia because LNG is called a transition fuel. Even though I agree with the fact that LNG is a transition fuel, as it is the only fossil route that has the potential to reduce emissions compared to conventional marine fuels (depending largely on methane slip), I do not think that is the right level of comparison. Fossil LNG should be compared to other fossil fuels, while BioLNG should be compared to other biofuels and e-LNG to other e-fuels.
The mistake is easily made since fossil LNG is moving from a niche fuel to a mainstream one, and BioLNG can be used as a drop-in fuel in blends up to 100% without changing the physical characteristics of the fuel. Because it can be blended so easily, the attention sometimes shifts to the “wrong” part of the story, neglecting the renewable origin of the fuel. That said, I think more and more people start to understand this, especially as BioLNG received a lot of attention last year.
4. What do you see as the biggest challenge to scaling bioLNG in the maritime sector?
I believe that the biggest challenge is a sector-wide one, and that is the need for ambitious but stable, long-term decarbonization legislation. One that is equal across European countries and preferably globally as well.
To give two examples, Liquefaction by Equivalence enabled the large-scale supply of BioLNG last year. However, not all member states hold the same interpretations of the rules, and the legislative basis for this pathway is currently being revised. I am hopeful that Liquefaction by Equivalence will remain recognized without unnecessary or disproportionate barriers, but this kind of uncertainty does not help investment decisions. This is only one of many examples of scattered regulation for biomethane and BioLNG.
Another example is the postponement of the vote for the IMO GFS (Global Fuel Standard) Framework last year. This, for many unexpected, postponement of the vote has resulted in the framework being rediscussed altogether. Shipping companies have already invested in renewable fuels for this purpose and were on the verge of investing a lot more. Many of these investments are now being postponed or reconsidered entirely.
Removing uncertainties around legislation will be the quickest route to increase investments in the decarbonization of the maritime sector.