Environment

Black carbon in the Arctic: IBIA supports voluntary measures prior to regulation

Voluntary measures could be promoted to reduce BC emissions in the Arctic i.e. a switch to distillate fuels on ships using medium/high speed 4-stroke engines, it said.

Published

5 years ago

April 6, 2021

Admin

Various measures could reduce black carbon emissions from ships in the Arctic before any potential new policy instruments are agreed and developed at the IMO, highlighted the International Bunker Industry Association (IBIA) at the eight session of the IMO’s Sub-Committee on Pollution Prevention and Response (PPR 8), which took place virtually from 22 to 26 February.

IBIA and IPIECA submitted a document to the session, commenting on the PPR/8/5/1 submitted by Germany and Finland which carried the final part of a Black Carbon measurement campaign first presented to PPR 7 just over a year ago.

In its joint submission IBIA said PPR 8/5/3 offered some additional information it believes is relevant to put the results presented in document PPR 8/5/1 in perspective.

IBIA made the following statement to introducing its joint submission at PPR 8:

The Black Carbon measurement campaign presented in document PPR 8/5/1, while interesting in demonstrating a link between fuel aromatic content and tendency to form BC emissions, gives us only part of the picture for two key reasons:

Firstly, the VLSFO samples used in the measurements are clearly not representative of the fuels actually in the market, as they were blended to represent fuels with unusually high aromatic content. It has been clearly demonstrated through test data that the VLSFOs actually in the market are predominantly more paraffinic in nature.

Secondly, the Black Carbon emission measurements reported in PPR 8/5/1 were limited to one type of engine. The type of engine used is known to emit significantly more Black Carbon than 2-stroke large bore engines, which are also less sensitive to fuel type than 4-stroke engines like the one used in the measurement study.

This means that the results presented in document PPR 8/5/1 may not be representative of neither the engine type used by a large part of the global merchant fleet, nor of the predominant types of fuels used, at least with regards to VLSFO.

Another aspect worth noting is that the measured Black Carbon levels reported in document PPR 8/5/1, compared to the emission factor used in the Fourth IMO GHG Study, were about 80% lower for HFO. This is a very significant difference which highlights the need to review the emission factors for BC.

Notwithstanding the fact that VLSFOs are typically more paraffinic than aromatic in nature, and the fact that engine type, condition and operational profile are key factors influencing BC emissions, the co-sponsors support ISO’s ongoing work to evaluate possible indicators as to whether a fuel tends to have a paraffinic or aromatic character.

While we note that a ban to use and carry HFO in the Arctic will effectively eliminate the vast majority of VLSFOs, a number of measures could be promoted on a voluntary basis in the near term to reduce BC emissions in the Arctic. Avoiding ships with older mechanical injection engines would be most effective, followed by employing ships that use LNG or similarly clean-burning fuels in the Arctic. A voluntary switch to distillate fuels, in particular on ships using medium or high speed 4-stroke engines, could also have a positive impact.

IBIA said PPR 8 discussed various direct and indirect black carbon control mechanisms, but a clear way forward was not identified.

It made the following statement to comment on the discussions on the final day of PPR9:

In light of proposals submitted and the discussion on Tuesday, we have some observations.

One way forward is to set a limit on black carbon for ships operating in the Artic. This would eliminate the uncertainty about the actual efficiency of the measure associated with all other approaches. The challenge is to establish what the limit should be and how to measure and enforce it.

We have a proposal for including a Hydrogen/Carbon ratio in ISO 8217. As we have heard, the relevance of this is questionable for effectively targeting black carbon emissions and we need more research, and there are cost implications that would deter uptake of the next revision of the standard.

Then we have the proposals in PPR 8/5/4 to establish an Arctic Emission Control Area and amend MARPOL Annex VI to exclude use of HFO in the Artic. While this would reduce overall black carbon emissions to a certain extent, we know that fuel type is only one of the factors that impacts black carbon emissions.

All these possible policy routes will take time to be developed. Meanwhile, a ban on HFO use and carriage in the Arctic is coming in 2024.

We have analysed a set of fuel testing data covering the period from the start of 2019 up to the end of February 2021 to see which percentages of VLSFOs and ULSFOs would be classified as HFO. Out of more than 12,000 VLSFO samples tested in this period, 95% would be classified as HFO. For ULSFO, a residual grade which meets a 0.10% sulphur limit, 18% out of around 700 samples would be classified as HFO.

We recognise that black carbon deposited on snow and ice in the Arctic is a particular concern in light of the impact on climate change. As we have highlighted in our submission with IPIECA, PPR 8/5/3, there are a variety of measures that can reduce BC emissions. These are available now and could be promoted on a voluntary basis prior to the Arctic HFO ban taking effect, and before any potential new policy instruments are agreed and developed.

IBIA noted that due to diverse views, there was not enough time at PPR 8 to agree on a specific set of voluntary or mandatory control measures at this session.

A phased approach was agreed to develop, as a starting point, guidelines in the short-term with the potential for mandatory measures being introduced in the longer-term if necessary and as experience is gained.

Photo credit and source: IBIA
Published: 6 April, 2021

Alternative Fuels

South Korea’s Polaris Shipping orders tri-fuel bulk carriers for Vale charter deal

Bulk carriers, which will be delivered sequentially from 2031, will be equipped with WinGD-developed engines capable of using methanol, ethanol and heavy fuel oil as marine fuels.

Published

4 days ago

August 13, 2026

Admin

South Korea’s Polaris Shipping orders tri-fuel bulk carriers for Vale charter deal

South Korean shipowner Polaris Shipping recently said it has signed a newbuilding contract for four tri-fuel vessels with Chinese shipbuilder Qingdao Beihai Shipbuilding Heavy Industry on 4 August.

The 210,000-dwt Newcastlemax bulk carriers, which will be delivered sequentially from 2031, will be equipped with WinGD-developed engines capable of using methanol, ethanol and heavy fuel oil as marine fuels.

The vessels are also designed as LNG- and ammonia-ready ships, allowing them to be converted to LNG or ammonia propulsion in the future.

Polaris Shipping also plans to significantly improve energy efficiency and reduce greenhouse gas emissions by applying various energy-saving technologies, including wind-assist propulsion systems, rotor sails, departure optimisation and land-based systems, to the vessels.

Polaris Shipping has completed a 25-year long-term charter contract for the bulk carriers with Brazilian iron ore producer Vale.

Polaris Shipping plans to sign construction contracts for up to four additional 210,000-dwt eco-friendly Newcastlemax bulk carriers with Chinese shipbuilder Hengli Heavy Industries in the near future. The Newcastlemax bulk carriers ordered from Hengli will be built as high-efficiency, environmentally friendly vessels to replace the company’s existing older bulk carriers.

Photo credit: Polaris Shipping
Published: 13 August, 2026

Biofuel

MESD study finds existing Singapore harbour craft ready for B100 bio bunker fuel adoption

Results demonstrate the qualified readiness of existing large harbour craft in Singapore for B100 adoption, provided that appropriate fuel-handling, storage and additive practices are implemented.

Published

1 week ago

August 7, 2026

Admin

MESD study finds existing Singapore harbour craft ready for B100 bio bunker fuel adoption

Singapore’s Maritime Energy & Sustainable Development Centre of Excellence (MESD) on Wednesday (5 August) said the findings of its latest study indicate that existing large harbour craft in Singapore are ready for the adoption of B100 biodiesel, provided appropriate fuel handling, storage and additive practices are in place.

The findings were published in MESD’s public report, Study on the Readiness of Existing Large Harbour Craft for B100 Biodiesel in Singapore.

“Overall, the results demonstrate the qualified readiness of existing large harbour craft in Singapore for B100 adoption, provided that appropriate fuel-handling, storage and additive practices are implemented,” MESD said in a social media post.

“This represents an important step towards supporting the wider adoption of sustainable marine fuels and advancing Singapore’s maritime decarbonisation journey.”

The study evaluated fuel storage stability, engine performance, emissions and operational readiness through controlled laboratory testing and sea trials involving a tugboat and a bunker tanker.

MESD said the findings are highly encouraging, which include:

Stable engine performance was maintained throughout the 200-hour sea trials, with no significant power loss, abnormal fuel-consumption trends or critical operational disruptions.
Antioxidant additives improved oxidation stability and helped reduce the risk of fuel degradation during storage.
B100 achieved brake thermal efficiency comparable to diesel, while producing lower carbon monoxide and particulate matter emissions, with a modest increase in nitrogen oxide emissions.

Led by the MESD, the study was conducted in collaboration with KST Maritime Pte Ltd, V-Bunkers Tankers, Alpha biofuels, Aderco, Maritec Naias and IHI Power Systems Co Ltd.

The Maritime and Port Authority of Singapore (MPA) and the Singapore Maritime Institute (SMI) also contributed to the study.

MESD added that further research on long-term engine endurance, fuel stability and material compatibility is ongoing under its FAME 1000 project, with a related public report expected to be released later this year.

Note: The report can be accessed here.

Photo credit: Maritime Energy & Sustainable Development Centre of Excellence
Published: 7 August, 2026

Biofuel

SDHI wins order from Svitzer to build four biofuel-ready tugs

Indian shipbuilder says it has secured a contract from Svitzer to construct four advanced TRAnsverse 3200 tugs, which are up to 15% more fuel efficient than conventional tug designs.

Published

1 week ago

August 7, 2026

Admin

SDHI wins order from Svitzer to build four biofuel-ready tugs

Indian shipbuilder Swan Defence and Heavy Industries (SDHI) on Thursday (6 August) said it has secured a contract from Denmark-based towage operator Svitzer to construct four advanced TRAnsverse 3200 tugs.

The Transverse 3200 tugs will be biofuel, IMO Tier III emissions standards, and FiFi1 firefighting class ready, reflecting the vessels’ capability for reduced environmental impact and enhanced fire-response readiness in port and terminal operations.

The vessels will be built at SDHI’s yard in Pipavav, Gujarat, adjacent to the port where Svitzer also has a harbour towage operation. Deliveries for the order are scheduled to commence in early 2028.

The contract follows an extensive competitive evaluation of leading global shipyards. The high specification vessels will be constructed to the Bureau Veritas class.

Co-developed by naval architects Robert Allan Ltd. and Svitzer, the patented TRAnsverse 3200 design is engineered for complex harbour towage and escort operations.

Featuring a unique hydrodynamic hull design and omni-directional propulsion, the vessels are capable of safely guiding large ships through severe weather and restricted port channels. Delivering an 80-tonne bollard pull, the TRAnsverse design is up to 15% more fuel efficient than conventional tug designs, directly supporting global maritime decarbonization goals.

Rear Admiral Vipin Kumar Saxena IN (retd.), CEO, Swan Defence and Heavy Industries Limited (SDHI), said: “It is indeed a notable achievement for SDHI to construct one of the world’s most sophisticated towage vessels. Svitzer’s rigorous evaluation process reaffirms the strength of our engineering capabilities in the niche, high-specification vessel segment.”

Mr. Kasper Friis Nilaus, CEO, Svitzer, said: “Svitzer’s TRAnsverse tug design offers significant benefits to customers in terms of releasing operational constraints and improving port productivity, sustainability and safety margins. We are pleased to partner with SDHI to deliver four of these next-generation vessels to the benefit of our customers and maritime supply chains globally.”

Photo credit: Swan Defence and Heavy Industries
Published: 7 August, 2026