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DNV: EU agrees on well-to-wake GHG limits to energy used on board ships from 2025

EP, EU Council, and EC have reached an agreement on FuelEU Maritime, with objective to increase share of renewable and low-carbon bunker fuels in fuel mix of maritime transport.

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Classification society DNV on Tuesday (16 May) published a technical and regulatory news titled ‘The EU agrees on well-to-wake GHG limits to energy used on board ships from 2025’.

It focuses on the EU’s legislative bodies reaching an agreement on the FuelEU Maritime regulation setting well-to-wake GHG emission intensity requirements on energy used on board ships trading in EU from 2025. From 2030, the regulation also mandates the use of shore power for container and passenger ships in certain EU ports.

The report expands on FuelEU Maritime requirements including on the use of renewable marine fuels and shore power as well as the scope the regulations cover.

The following are excerpts from the report:

The European Parliament (EP), the Council of the European Union, and the European Commission (EC) have reached an agreement on the FuelEU Maritime regulation, with the objective to increase the share of renewable and low-carbon fuels in the fuel mix of maritime transport in the EU.

The EP and the Council are expected to formally adopt the regulation later this year. Further details on the requirements and processes can be expected as the final text is adopted and the EC finalizes related implementing and delegated acts.

FuelEU Maritime requirements

GHG intensity

From 2025, for ships trading in the EU/EEA, the yearly aver- age GHG intensity of energy used on board, measured as GHG emissions per energy unit (gCO2e/MJ), needs to be below a required level. In addition to emissions from the use on board the ship, the GHG emission are calculated in a well-to-wake perspective, including emissions related to the extraction, cultivation, production and transportation of the fuel. The regulation includes provisions for crediting ships using wind-assisted propulsion.

The GHG intensity requirements are set as a percentage reduction relative to a reference value of 91.16 gCO2e/MJ. The percentage reduction requirement increases gradually every five years to 2050 – meaning, for example, that it stays at 2% from 2025 to end 2029.

Use of shore power

From 2030, container ships and passenger ships are required to connect to shore power for all electrical power demand, when at berth for more than two hours in a Trans-European Transport Network (TEN-T) port. From 2035, the requirement applies to all ports where shore power is available. The elec- tricity supplied to the ship from shore is also included for the calculation of the annual GHG intensity, but can be reported as zero well-to-wake GHG emissions initially.

Use of renewable fuels

The FuelEU Maritime regulation does not initially set requirements on the use of renewable fuels of non-biological origin (RFNBOs), but sets their use as an additional incentive: use of such fuels counts as double the energy used. If the total share of RFNBOs in shipping in EU is below 1% in 2031, a separate use requirement will be added from 2034.

Scope

Fuel emission factors

The FuelEU Maritime regulation defines default well-to-tank and tank-to-wake emission conversion factors for various fuel types, production pathways and onboard energy converters.

Fossil fuels must use the default values for well-to-tank GHG emissions and for tank-to-wake CO2 emissions but can use actual values for tank-to-wake CH4 and N2O, certified by means of laboratory testing or direct emissions measurements.

Biofuels, RFNBOs and recycled carbon fuels (RCF) fulfilling the sustainability and GHG emissions-saving criteria (70% reduction from current fossil fuels) under the EU’s Renewable

Energy Directive (RED) can use certified actual values for both well-to-tank and tank-to-wake. The actual well-to-tank values must be certified by a scheme recognized by the EC. Fuels not meeting the GHG-saving criteria, non-sustainable biofuels, and biofuels from food or feed crops are considered fossil fuels and have to use the default factors for the fossil fuel of the same type.

For non-fossil fuels, additional information will be required to accompany the Bunker Delivery Note (BDN), including evidence of compliance with the sustainability criteria certification and the GHG intensity.

Recommendations

DNV recommends that companies with ships falling within the scope of the FuelEU Maritime regulation prepare for the updated monitoring and reporting requirements. Furthermore, companies are recommended to start considering how to acquire the necessary fuels.

DNV will inform its customers about further developments of the FuelEU Maritime regulation through Technical and Regulatory News, webinars, podcasts and more.

Note: The full DNV Technical and Regulatory News titled ‘The EU agrees on well-to-wake GHG limits to energy used on board ships from 2025’ can be found here.

 

Photo credit: DNV/ william william on Unsplash
Published: 17 May, 2023

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Bunker Fuel

SMW 2024: Singapore is preparing port for multi-fuel future, says Transport Minister.

‘Our industry has brought in new bunker tankers capable of bunkering higher blends of biofuel and methanol, paving the way for greater emissions reduction for vessels,’ says Chee Hong Tat.

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SMW 2024: Singapore is preparing port for a multi-fuel future, says Transport Minister.

Singapore has moved decisively to ensure energy and fuel resilience as international shipping looks to alternative fuels to meet global decarbonisation targets, said Singapore’s Minister for Transport Mr Chee Hong Tat on Monday (15 April).

In his speech at the Singapore Maritime Week (SMW) 2024 opening ceremony, he said Singapore is preparing its port for a multi-fuel future.

“Our industry has brought in new bunker tankers capable of bunkering higher blends of biofuel and methanol, paving the way for greater emissions reduction for vessels,” he said.

“MPA has also issued Expressions of Interest (EOI) for the alternative fuels ammonia and methanol over this past year.

“For our ammonia EOI, we have shortlisted six consortiums, and are studying their comprehensive proposals for the supply of ammonia for bunkering and power generation in Singapore.”

Chee added reliability and resilience also mean that Singapore upholds the highest standards for safety, efficiency, and quality. 

“Enterprise Singapore, through the Singapore Standards Council, has been working closely with industry partners to introduce national standards to support the digitalisation of bunkering supply chain documentation, as well as on methanol and ammonia bunkering.”

“As a major maritime and bunkering hub, Singapore is committed to continue serving as a trusted node for international shipping.”

Chee said this when elaborating on Singapore’s focus to grow the republic as a hub for reliable and resilient maritime operations, one of three important areas the republic will prioritise on growing its maritime sector. 

The other two areas are to grow Maritime Singapore as a hub for maritime innovation and as a hub for maritime talent development.

“Looking ahead, we expect some turbulence along the way, but we are confident that the global maritime industry will continue to grow,” Chee said.

“And Singapore as a hub port and International Maritime Centre can benefit from this growth and the opportunities it brings, including in emerging areas like digitalisation and decarbonisation.”

However, Chee warned Singapore shouldn’t take its success for granted and to continue improving productivity and competitiveness while staying relevant to changing requirements to be able to meet the needs of local and international stakeholders. 

“But we must not rest on our laurels, or make the mistake of thinking that these positive outcomes will happen on auto-pilot. A rising tide can indeed lift all boats, but the boat and its crew can only benefit if they are well-prepared when the water level rises,” he said.

Related: SMW2024: 18th Singapore Maritime Week opens with ‘Actions meet Ambition’ theme
Related: SMW 2024: MPA to set up facility for maritime workforce to train in handling new bunker fuels
Related: SMW 2024: Singapore-Rotterdam Green and Digital Shipping Corridor partners to implement first-mover pilot projects
RelatedSMW 2023: EOI for ammonia power generation and bunkering closing by 30 April
Related: Singapore gets its first dedicated methanol bunkering tanker “MT MAPLE”
Related: Singapore: Vitol Bunkers takes delivery of specialised biofuel bunker barge “Marine Future”

 

Photo credit: Maritime and Port Authority of Singapore
Published: 16 April 2024

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Biofuel

Banle Energy arranges B24 bunkering services for “YM Utility” in Yantian

Transaction supports the first B24 biofuel supply in Shenzhen and Yang Ming’s inaugural B24 biofuel bunkering supply in China, says firm.

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Banle Energy arranges B24 bunkering services for “YM Utility” in Yantian

Banle Energy International Limited, a subsidiary of CBL International Limited, on Monday (15 April) announced the arrangement of B24 biofuel bunkering services for Yang Ming's vessel YM Utility at a port in Yantian, Shenzhen on 14 April.

“By providing Yang Ming with our B24 biofuel bunkering services, this transaction supports the first B24 biofuel supply in Shenzhen and Yang Ming's inaugural B24 biofuel bunkering supply in China,” the firm in a social media post. 

“As a company actively promoting the use of biofuels, we are making a significant contribution to the International Maritime Organization's (IMO) goal of reducing greenhouse gas emissions (GHG) from international shipping.”

“The B24 biofuel blend, as indicated by a study, is projected to reduce approximately 20% of Greenhouse Gas (GHG) emissions when compared with conventional fuel oil.”

As the firm focuses on expanding its operations in Europe, the firm added it will continue to forge strategic partnerships and explore new opportunities to provide efficient and reliable solutions.

 

Photo credit: Banle Energy International Limited
Published: 16 April 2024

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Methanol

Singapore bunker tanker to be equipped with MAN ES DF gensets

MAN Energy Solutions received an order for three MAN 6L21/31DF-M (Dual Fuel-Methanol) GenSets capable of running on methanol for a 7,990 dwt IMO Type II chemical bunker tanker.

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Singapore bunker tanker to be equipped with MAN ES DF gensets

MAN Energy Solutions (MAN ES) on Monday (15 April) said it has received an order for three MAN 6L21/31DF-M (Dual Fuel-Methanol) GenSets capable of running on methanol in connection with the construction of a 7,990 dwt IMO Type II chemical bunker tanker.

The newbuild will operate at the port of Singapore under charter to deliver marine fuels. The port itself is reported as laying plans for the steady supply of methanol from 2025 onwards in order to meet future, anticipated bunkering requirements for methanol-fuelled vessels. 

The dual-fuel engines will form part of a diesel-electric propulsion system on board the vessel with electrical motors driving twin fixed-pitch propellers via gearboxes; an onboard battery-storage system will optimise the use of the dual-fuelled generators. 

MAN Energy Solutions’ licensee, CMP – an engine-manufacturing division of Chinese State Shipbuilding Corporation (CSSC) – will build the engines in China and the vessel is scheduled for delivery during Q4, 2025.

Bjarne Foldager – Country Manager, Denmark – MAN Energy Solutions, said: “Seeing our trusted MAN L21/31 GenSets go into these ships as a methanol-fuelled version shows that maritime decarbonisation is a prominent consideration for shipowners in all vessel segments and sizes.”

“It also clearly illustrates, regardless of the market one serves as shipowner, that our broad, dual-fuel portfolio enables everyone to take part in the green transition.”

Thomas S. Hansen – Head of Sales and Promotion – MAN Energy Solutions, said: “The MAN L21/31 engine is well-established in the market having racked up some 2,750 sales.”

“The reliability of its cost-effective, port fuel-injection concept now prominently positions the 21/31DF-M as the preferred, medium-speed, small-bore engine for GenSet and diesel-electric propulsion solutions, while also meeting market demands to balance both CAPEX and OPEX.”

“With the shipping market currently experiencing an increased interest in methanol as marine fuel, and orders for methanol-fuelled ships steadily growing as part of many companies’ decarbonisation strategy, we feel that the introduction of this dual-fuel engine is timely.”

 

Photo credit: MAN Energy Solutions
Published: 16 April 2024

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