Shell LNG and Shell BioLNG
Discover the benefits for your fleet.
With higher energy density than conventional diesel, these fuels are suitable for fleets covering both short and long distances.
Shell LNG and Shell BioLNG are cooled at cryogenic temperatures, reducing volume by 600 times compared to gaseous form and offering a higher energy density than conventional diesel.
Shell LNG
Shell LNG is designed to offer quieter operation and performance comparable to diesel-fuelled heavy-duty vehicles.
Cleaner burning
In Europe, Shell LNG can help to emit less life cycle CO2e1 emissions of heavy-duty vehicle operation by up to 18% compared to B7 diesel2, depending on engine type. LNG is less polluting than diesel, producing fewer air pollutants such as NOX, SOX and PM.
Quieter engines
Perceived engine noise reduction by up to 50% in noise loudness as compared to heavy-duty diesel engines. This can contribute to improved driver well-being and fleet utilisation in noise abatement zones3.
Performance
Enjoy the benefits of LNG performance. Shell LNG provides similar driving range, engine power and performance to that of equivalent conventional heavy-duty diesel-fuelled vehicles4.
Infrastructure
Fill up without fuss. Our LNG network features more than 65 Shell-branded sites across seven countries in Europe plus over 100 partners’ locations currently accepting Shell Card.
Shell BioLNG
Go even further with Shell BioLNG.
Shell BioLNG is a drop-in fuel made from biofeedstocks5 leading to less CO2e1 emissions on a life cycle basis compared to LNG6.
How is Shell BioLNG produced?
Shell BioLNG (liquefied biomethane) is derived from renewable resources such as manure or organic waste, which means it has a lower carbon intensity than LNG and contributes to the circular economy.
Bio-LNG production can work in a similar way to the composting process, since feedstocks such as organic waste can be anaerobically digested to form biogas – a mix of biomethane, carbon dioxide, water and other trace gases. After removing these by-products, the remaining biomethane can be liquefied to create bio-LNG.
Explore the benefits helping to drive bio-LNG’s growing role in heavy-duty road transport’s energy transition.
No retrofitting required
Because bio-LNG’s chemical properties are practically identical to those of liquified natural gas (LNG), the switch from LNG to bio-LNG doesn’t require a change in infrastructure or equipment7.
Same trusted network
Just as no modifications are needed to your LNG vehicles to benefit from Shell BioLNG, our stations do not need to be converted either. Our network, the largest in Europe, remains available and covers the most important long-distance routes.
Greater potential in future
We are making significant investments in bio-LNG, underlining our commitment to sustainable solutions.
To increase production and supply of Shell BioLNG to our network, we have acquired the largest producer of renewable natural gas (RNG) in Europe – Nature Energy – with its portfolio of 14 operating plants and associated feedstock supply and infrastructure, pipeline of growth projects, and in-house expertise in innovative RNG plant technology.
In 2024, an LNG liquefaction plant was opened at our Shell Energy and Chemicals Park in Rheinland, Germany, with an annual sales capacity of up to 100,000 tonnes of bio-LNG through mass balance accounting.
We work across the bio-LNG value chain with collaborators to offer Shell BioLNG to dedicated customers in the Netherlands, Germany and Czech Republic.
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Disclaimers
Disclaimers
1. CO2e (CO2 equivalent) refers to CO2, CH4, N2O.
2. The reduced GHG emissions are calculated by comparing the LNG Well-to-Wheel emissions for the High Pressure Direct Injection (HPDI) engine from the “Greenhouse Gas Intensity of Natural Gas” study by Thinkstep for NGVA Europe (2017). This was compared to a GHG baseline intensity of 90 gCO2e/MJ on a Well-to-Wheel basis, which is representative of a European Union market B7 diesel. The carbon intensity of the B7 diesel is calculated by Shell using emission factors from the JEC Well-to-Tank report v5. (European Commission, Joint Research Centre, Prussi, M., Yugo, M., De Prada, L., et al., JEC well-to-tank report V5 : JEC well-to-wheels analysis : well-to-wheels analysis of future automotive fuels and powertrains in the European context, Publications Office, 2020, https://data.europa.eu/doi/10.2760/959137).
3. A truck running on an LNG gas engine will produce noise levels at 72dB(A), equal to a passenger car. An average diesel-powered truck will produce 82 dB(A). Every 3dB(A) reduction in noise halves the intensity of the sound because sound is scientifically measured on a logarithmic scale. A decrease of 10 dB roughly corresponds to a half of the perceived volume.
4. Based on OEM Data. Applies to all LNG ICE road engines.
5. The most common feedstocks include solid and liquid manure, agricultural waste and residues, industrial food and beverage waste, and the organic fraction of municipal solid waste.
6. Baseline LNG GHG emissions are calculated by comparing the LNG Well-to-Wheel emissions for the High Pressure Direct Injection (HDPI) engine from the “Greenhouse Gas Intensity of Natural Gas” study by Thinkstep for NGVA Europe (2017). The specific calculation of reduced CO₂e emissions of using Bio-LNG compared to LNG may vary from region to region depending upon feedstocks used and accounting methodology allowed within the market.
7. As outlined in the European Biomethane Association Biomethane Factsheet, that after biogas upgrading, biomethane is predominantly methane (>96% by mass). As the chemical composition and energy content of biomethane are similar to natural gas, it can likewise be used in the same way as vehicle fuel. https://www.europeanbiogas.eu/publication/the-future-role-of-biomethane/
Always consult your equipment manufacturer’s manual for guidance before making any fuel changes.
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Cautionary note
Cautionary note
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Forward-Looking statements
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Shell’s net carbon intensity
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Shell’s net-zero emissions target
Shell’s operating plan and outlook are forecasted for a three-year period and ten-year period, respectively, and are updated every year. They reflect the current economic environment and what we can reasonably expect to see over the next three and ten years. Accordingly, the outlook reflects our Scope 1, Scope 2 and NCI targets over the next ten years. However, Shell’s operating plan and outlook cannot reflect our 2050 net-zero emissions target, as this target is outside our planning period. Such future operating plans and outlooks could include changes to our portfolio, efficiency improvements and the use of carbon capture and storage and carbon credits. In the future, as society moves towards net-zero emissions, we expect Shell’s operating plans and outlooks to reflect this movement. However, if society is not net zero in 2050, as of today, there would be significant risk that Shell may not meet this target.
Forward-Looking non-GAAP measures
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