Swiss-based mass flowmeter (MFM) manufacturer Endress+Hauser and digital bunkering solutions provider Bunkerchain is preparing their systems in advance for seamless digital bunkering transactions of the Maritime and Port Authority of Singapore (MPA)’s pioneering electronic bunker delivery note (e-BDN) project, learned Manifold Times.

During the 23rd Singapore International Bunkering Conference and Exhibition (SIBCON 2024), spokesmen from Endress+Hauser and Bunkerchain explained to delegates how their systems work in unison to prepare for the upgrade.

“At SIBCON 2024, we showed our digital bunkering solution together with Bunkerchain, one of our partners for e-BDN,” said Mohamed Abdenbi, Global Business Manager Solutions, Endress+Hauser.

“As soon as a bunker operation is completed, our MFM system automatically transmits ticket data to the bunker app of Bunkerchain for e-BDN documentation.

“With this set up we are ready to support end-to-end digital transactions of e-BDN in Singapore.”

According to Mr Abdenbi, full digitalisation of e-BDN implementation at Singapore port will further significantly increase the efficiency to the republic’s bunker industry due to automation and the likelihood of wrong data filled into bunker checklists being reduced to a minimum.

“Data can be easily shared between the different parties to make daily workflows more efficient. This will have a positive effect on productivity of the bunker industry,” he explained.

“We can confirm this when looking at our own Endress+Hauser paperless production processes and the response of our customers who make use of our Netilion* cloud offering.

“Inconsistent data along the different system components would raise questions and doubts.

“Therefore, we believe it is of great importances the MFM vendor offers a complete and interoperable system for data transmission to ensure necessary integrity of data to make life easy for MFM users and authorities by having a central contact.”

Leon Ling, CEO of Bunkerchain, echoed Mr Abdenbi’s thoughts.

“At SIBCON 2024, Bunkerchain showcased direct connectivity between Endress+Hauser’s MFM system and our e-BDN solution,” he shared.

“This setup enabled seamless data transfer from the MFM to our e-BDN system onboard vessels, even without internet connectivity. This innovation ensures critical bunker data is securely captured and processed in real-time, paving the way for full digitalisation of e-BDN implementation at Singapore port in 2025.”

Use of MFMs, combined with solutions such as e-BDN, streamline workflows by automating data capture to reduce manual errors for secured real-time data sharing among stakeholders, he noted.

These advancements enhance operational accuracy, improve compliance, and establish a robust framework for efficient and sustainable bunker operations.

Global Energy Trading Pte Ltd (GET), the trading arm of Singapore bunker supplier Global Energy Group, earlier announced the successful implementation of Bunkerchain’s e-BDN system.

During Singapore Maritime Week 2024, Bunkerchain signed a Memorandum of Understanding (MoU) with S&P Global Market Intelligence and MPA to pilot the use of digital ship identity in the republic.

*Netilion is a cloud-based IIoT ecosystem designed by Endress+Hauser for industrial processes. It connects the physical and digital worlds to send information from the field straight to the user’s phone, tablet or other device. 

Related: Global Energy Trading selects Bunkerchain e-BDN solution in Singapore
Related: SMW 2024: MPA partners with S&P Global and Bunkerchain in digital ship identity

Photo credit: Endress+Hauser
Published: 13 May, 2025

In an exclusive interview with Singapore-based bunkering publication Manifold Times, marine fuel logistics firm Banle Group recently shared insights on its recent 2024 annual financial results of CBL International Limited, its listing vehicle.

Dr Teck Lim Chia, Chairman and Chief Executive Officer, provides details on its bunkering strategies, specifically on biofuels after the company reported a significant highlight of its results on the company’s push towards sustainability, with biofuel sales surging by 628.8% and volume by 603.0%:

MT: Could you elaborate on the company’s expansion of bunker trading network and customer diversification?

The company has achieved huge strides in expanding its global port coverage to over 60 ports across fourteen countries and regions in four continents from 36 ports since its Nasdaq listing in March 2023. We now offer bunkering services to 13 of the top 15 ports in the world. Also in 2024, we expanded into Mauritius, Panama and India.

Thanks to our broadened service network, we continued efforts in diversifying our customer base into other vessel segments like bulkers and tankers. With that, non-container liners contributed 45% to our revenue in 2024 compared to 32% in 2023. Furthermore, revenue from our liner clients, which are amongst the Top 12 container lines, has also increased year-on-year.

The increased business generated from liners also partially attributed to port expansion as there were unfortunately several geopolitical disruptions and tensions in 2024, such as Red Sea crisis, Middle East tensions and Ukraine-Russia conflicts, which has caused the liners to sail across new routes and hence have the need for bunkering in more ports.

Going forward, we are looking into balancing the economical of scale from existing network with our expansion into more strategic locations.

MT: CBL previously mentioned that the introduction of B24 biofuel has been a strategic focus, with operations in Hong Kong, China, and Malaysia. How do you expect biofuels to develop in 2025? 

We have since also expanded our coverage to the world’s largest bunkering hub and completed our first B24 supply in Singapore early this year.

Our biofuel sales in 2024 surged by over 600% comparing to 2023 demonstrating the robust demand for biofuel.

As the regulations for IMO for GHG emissions and FuelEU Maritime regulations are tightening, demand will continue to rise with as there are increasing needs for ship owners to fulfill the regulations.

According to market research company Exactitude Consultancy, the global green marine fuel market is anticipated to grow from USD 11.57 billion in 2023 to USD 201.35 billion by 2030, at a CAGR of 50.4% during the forecast period.

Embracing this opportunity, we shall see the sustainable fuel market as one of our focus points in moving forward.

MT: The bunkering industry is highly competitive. How does CBL maintain competitive advantage in a turbulent world?

CBL’s competitive advantage lies in its extensive global supply network, one-stop refuelling solutions and quality of services, which streamline operations for customers.

Our comprehensive global network of over 60 ports provides access to flexibility and operational reliability, as well as competitive pricing, while our compliance framework ensures adherence to environmental standards.

Serving nine out of 12 of the top global container liner is also a strong proof of CBL’s market reputation and effective supply network.

Staying ahead of the market trend is important. We were the first to blend biofuel in several key ports in Asia. It was quite challenging at first because biofuel was not a product that you can buy from one supplier. We had to buy UCOME and Fuel oil separately and delivered the two products to a blending tank or barge to make B24. It takes time and efforts to locate partners to work with and modify the workflow to increase biofuel delivery efficiency.

But as one as of the first mover in biofuels in the region and we have conducted many biofuel deals since then, this increases our competitiveness within the industry as we can provide solutions to customers in a timely manner.

Going forward, under the backdrop of decarbonisation targets implemented to the marine transport industry, it is almost certain that vast opportunities will arise. The uncertainty is which one of these alternative fuels will be relatively popular compared to the others. It is also possible that more than one of them will become widely adopted. The challenges include infrastructure needs, abundant and stable supply.

We have and will closely monitor market trends and as a trading company with limited fixed investment, we are more agile to adapt to new market trends.

MT: What trends you observed regarding biofuel, bunker trading operations and sales margin? How will the focus on biofuels and economies of scale contribute to improvement of profitability?

In 2025, we aim to increase sales volume and recover gross profit margins through network strengthening and expansion, developing new customer, and increasing sustainable fuel adoption.

• Strengthening and expanding our service network: Strengthening and expanding geographic coverage to maximise sales volume and customer reach.
• Maximising sales volume: Targeting new customer segments while deepening relationships with existing clients.
• Exploring sustainable fuels: Prioritising biofuels (e.g., B24, B30) and other green alternatives to capitalise on higher-margin opportunities.

Since the beginning of 2025, our strategic efforts have yielded positive results. Simultaneously, economies of scale from expanded operations will reduce unit costs, further supporting profitability. These efforts, coupled with disciplined expense management, position us to navigate macroeconomic uncertainties while delivering value to stakeholders.

For biofuel, we closely monitor if the requirements of waste-based feedstock will evolve. Use cooking oil (UCO) is limited and if the demand of biofuel or Sustainable Aviation Fuel (SAF) is to continue to rise, there might be other UCO “substitutes” to be introduced to the market.

Therefore, besides working very closely with UCOME producers in Asia areas, we are also looking into other suppliers and performed some lab test of other blended products just to stay ahead in terms of market intelligence in case market demands evolve.

MT: Environmental regulations are driving demand for green fuels but also increasing compliance costs. How do you view the ESG market development?

The rising demand for green fuels and stricter regulations are not just challenges, they’re also opportunities. In response to IMO GHG Strategy, FuelEU Maritime aims to reduce carbon emission by at least 40% by 2030.

Many owners have placed a notable increase in orders for dual fuel engines vessels, which means the vessels can operate with traditional fossil fuel or biofuel fuel and alternative fuels such as methanol and LNG. This provides flexibility while transforming into sustainable energy sources.

In addition, many governments are also providing policies and tax incentives to support the adoption of alternative fuels. CBL is in close alignment with these regulations and market trends by expanding our biofuel supply network while exploring other sustainable fuels, such as LNG and methanol.

The company also sees this as part of our Environmental, social and governance (ESG) initiatives and long-term strategy in enhancing our corporate value.

MT: With cash increasing modestly to USD 8.02 million by year-end 2024, how do you plan to allocate funds or seek additional financing to sustain growth momentum?

We are focusing on network expansion, the supply of biofuels, automation, possible options to bring long-term shareholders value and expanded our funding sources by accessing capital markets, such as private placements, At-the-Market (ATM) offerings and shelf registration to increase financial flexibility.

Related: CBL International reports net loss of USD 3.87 million for FY 2024

Photo credit: Manifold Times
Published: 6 May, 2025

As of 1 May 2025, the Mediterranean Sea has effectively become an Emission Control Area (ECA) for sulphur oxides (SOx) under MARPOL Annex VI Regulation 14, followed by both the Canadian Arctic and the Norwegian Sea ECA for SOx and PM taking effect on 1 March 2027.

Julie Nielsen, Global Head of Bunker Sales at StormGeo, shared with Singapore-based bunkering publication Manifold Times on the implications of the new and upcoming ECAs to the bunker market, her recommendation to navigate the development of new ECAs in a digital era, and the role StormGeo could play in being part of the digital transition to overcome new regulations like ECAs:

MT: The Mediterranean Sea and two upcoming ECAs will raise the total number of global ECAs to seven. What are the implications of these ECAs to the overall bunker market including fuel prices? 

This new ECA area marks a significant shift in the global regulatory landscape. As you mention, the total number of ECAs globally will rise to seven, signalling an intensified commitment to environmental protection and emissions reduction, which is good for our environment. However, the complexity of operating a vessel will increase significantly to navigate fuel sourcing and compliance, as these ECA areas are not connected. This means that a vessel may be sailing in and out of ECA multiple times on a voyage and with the limited tank availability on board the vessel and the shifting between grades, it will be a challenge for every operator and Master.

It will create regional fluctuations in bunker prices, especially in the Mediterranean where the implementation is imminent. Ports that are well-equipped to handle compliant fuels and have strong refining infrastructure may see a competitive advantage, whereas others may struggle with supply constraints, leading to price volatility and potential bottlenecks.

In the short term, bunker costs are expected to rise for vessels operating in or near the new ECAs due to the premium on low-sulphur fuels. However, this also reinforces the industry’s direction towards cleaner alternatives, and may further accelerate the shift to LNG, methanol, biofuels, and other emerging fuels—especially in regions with strong environmental regulation.

The scrubber fitted vessels may however benefit from this new regulation, as the cost differential between 0.1% and 3.5% fuel likely will increase. The question is though, if the suppliers will change their infrastructure and leave 3.5% sulphur out, to make space for 0.1%.

MT: How will these ECAs affect bunker fuel switching operations? Do you think frequent fuel switching operations will raise operational, safety and legal issues?

There’s no doubt that yet another ECA area, not connected to the remaining areas, will have a huge impact on how to plan and buy bunkers, how the vessel treats the bunkers, and how they burn the bunkers on board.

The ECA areas are not connected leading to a vessel potentially sailing in and out of multiple ECA areas on one voyage. This is naturally resulting in extra work for the crew on board, as they have to adhere to MARPOL ensuring that once they enter the restricted area, then they have fully changed to compliant fuel. There’s a risk of contamination of the fuel, human errors and heat and temperature control, just to name a few, and this of course also risks the safety and the legal issues coming with these risks.

So there is no doubt that the increase of complexity will rise, and every operator and chief engineer need to take the right decision on bunker planning at all times, to ensure smooth operation.

MT: Once the Mediterranean Sea becomes a MED SECA, what do you forecast for the shift in Mediterranean bunker fuel demand for VLSFO, HSFO, ULSFO, MGO and other alternative marine fuels? Could the same shift in demand apply to the Canadian Arctic and the Norwegian Sea once the ECAs come into full force there too?

It’s hard to say with certainty, but I would be surprised if the MED SECA doesn’t impact bunker fuel demand in the region. Interestingly, we’re seeing a comeback of ULSFO, which had largely faded with the rise of VLSFO after IMO 2020. With stricter sulphur limits, ULSFO may regain a foothold, and it will be interesting to see how infrastructure adapts to support this shift.

HSFO availability could decline, especially since only around 15% of the global fleet is currently scrubber-fitted. While that percentage will grow with newbuilds, it’s still a relatively small share, meaning demand for HSFO in ECAs is likely to remain limited.

Meanwhile, alternative fuels like biofuels, LNG, methanol, and ammonia are gaining momentum. The market now sees demand for more than eight different fuel grades – more than ever before. However, infrastructure and refinery capacity are not scaling at the same pace, which could become a bottleneck or even lead to certain fuels being phased out in specific regions.

Ultimately, these shifts point to a broader transformation in fuel supply chains and storage strategies – not just in the Mediterranean, but also in the Canadian Arctic and Norwegian Sea as those ECAs come into force, and potentially in ARA as well.

MT: Since we are in the digital era, what strategies do you recommend for shipping companies and bunker buyers to navigate the development of new ECAs? 

In the digital era, proactive planning and real-time visibility are essential for navigating the increasing complexity of ECAs. At StormGeo, we recommend a data-driven, integrated approach that helps shipping companies and bunker buyers stay compliant, optimise costs, and reduce risk. The time where you could handle your bunker planning and procurement with pen and paper, or if you were very advanced – excelsheet, is over.

Operators need to use solutions that can simulate different route scenarios and fuel consumption profiles, factoring in ECA zones, weather, and fuel availability. This helps operators make smarter routing and procurement decisions – balancing compliance and cost-efficiency.

Additionally, companies should choose to have a procurement platform that provides price transparency, availability insights, and quality data for compliant fuels at key ports – helping them align procurement with their operational and regulatory needs. Further, as environmental regulations tighten, having digital systems that track fuel consumption and emissions across voyages will be vital – not just for compliance, but for ESG reporting and future carbon pricing schemes.

MT: Do you foresee any challenges for this digital transition and what solutions can StormGeo provide to solve these issues?

The biggest challenge I see in this digital transition is the hesitation to break old habits. I’ve been there, as a former operator and bunker purchaser – I know how intimidating it can feel to suddenly have full transparency into your performance. But I also know from experience that transparency is the key to optimising the largest cost driver in OPEX: bunkers.

Many still believe optimisation happens primarily in the procurement phase, when in fact, the greatest opportunity lies in planning. And with the increasing number of new regulations like ECAs, digital planning and procurement is without a doubt the only sustainable way forward.

StormGeo is uniquely positioned to support this transition. Our platform offers one of the most advanced planning tools in the market, accounting for factors such as tank capacity, speed/consumption curves, fuel availability, ECA regulations, and vessel-specific technical limitations – calculating optimised bunker plans daily.

StormGeo end-to-end bunker management platform

This planning module is seamlessly integrated with a sophisticated procurement system that delivers real-time prices, manages preferred supplier/trader/broker lists, handles claims, includes a fuel testing module, generates reports, and even automates communications to all counterparties involved in a bunker chain.

By bringing everything into a single, connected platform, StormGeo empowers operators and bunker buyers to stay ahead of regulatory complexity, improve cost efficiency, and free up time to focus on higher-value tasks.

Additionally, our environmental solutions manage the evolving challenges around environmental regulation, and we are actively working on linking these capabilities into our Bunker Management solution.

By bringing everything into a single, connected platform, StormGeo empowers operators and bunker buyers to stay ahead of regulatory complexity, improve cost efficiency, and free up time to focus on higher-value tasks.

Related: DNV: New ECAS for the Canadian Arctic, Norwegian Sea and North-East Atlantic Ocean

Photo credit: StormGeo
Published: 2 May, 2025