Connect with us

Interview

Foreship: Energy density and safety aspects of alternative marine fuels must be addressed in future ship designs

‘Methanol-ready’ term has been overstretched to include ships which are far from ready for the alternative marine fuel, Jan-Erik Räsänen, Chief Technology Officer, Foreship tells Manifold Times.
Admin

Published

1 year ago

on

Foreship: Energy density and safety aspects of alternative marine fuels must be addressed in future ship designs

The increasing use of alternative marine fuels due to IMO 2030/2050 regulations is creating challenges that ship designers still need to overcome, according to Helsinki-based ship design and engineering specialist Foreship.

“’Future proof design’ is one of the key words of the shipping industry these days,” Jan-Erik Räsänen, Chief Technology Officer, Foreship told bunkering publication Manifold Times.

“While clearly still challenging, designing ships for lower emissions was more straightforward in the early days because it involved heavy fuel oil (HFO) and marine gas oil (MGO); their superior energy density and relatively high flash point offer great flexibility when designing ships.

“However, while alternative bunker fuels are a good thing due to their lower emissions, they also come with challenges. Ship designers have to consider the energy density, energy content and, due to their low flash points, these fuels must be accessed and stored in separate tanks.”

Foreship 14 Large format

Challenges of marine engine retrofits to use methanol and LNG

The option of retrofitting vessel engines to use alternative marine fuels such as methanol and liquified natural gas (LNG) also pose their own set of issues, highlights Räsänen.

“Today most shipowners thinking about a retrofit probably consider methanol as their starting point; for ship designers the methanol is a good bunker fuel as it offers flexibility in choosing between different storage tank locations on a vessel,” he explained.

“However, one of challenges for methanol is the need to do more structure-wise when compared to traditional bunker fuels such as HFO and MGO. Designers must strengthen the hull to cope with additional weight from the weight and introduction of cofferdams; containerships will most likely lose cargo space as a result of the conversion.

“Foreship has already done several conversion designs for cruise ships to use methanol, and the conversion can be more straight forward than some might expect, with double bottom tanks and ballast water tanks used to store the bunker fuel. However, doing so comes at a cost – structure-wise.”

Räsänen points out that classification societies also offer initial thoughts on engine retrofit plans to consume methanol. Additionally, engine manufacturers such as Wärtsilä and MAN offer retrofit kits for their own two-stroke engines to simplify the process.

“As such, today we usually ask shipyards to strengthen the hull to accept alternative bunker fuel,  ,”  Räsänen noted, although he expressed reservations on the use of LNG as a future marine fuel. “We are debating heavily on methane slip especially on four-stroke LNG engines,” he said.

‘Methanol-ready’ term overstretched

Moving forward, Räsänen felt the term ‘methanol-ready’ has been over-used, at a time when its definition has not been standardised by class societies.

In general, to secure approval-in-principle (AiP) status as a ‘methanol-ready’, ship owners must agree that a certain number of vessel modifications need to be  carried out so that the ship can consume methanol as a bunker fuel.

However, shipowners can secure the in-principle approval before all of the modifications are carried out, with the ship notated as ‘methanol-ready’ on the basis that it is on the right path.

“This is a departure from the ordinary understanding of what it means for something to be ‘technology-ready’, said Räsänen. “Given what is at stake, it’s essential that these terms aren’t vulnerable to being considered gimmicks.”

Potential risks included ship managers taking a vessel on long term charter on the grounds that it was ‘methanol-ready’ when a full evaluation of its conversion had not been undertaken.

“This AiP has varied between different class societies, and I’d say there certainly needs to be standardisation on what ‘methanol-ready’ notation means – as a matter of priority .”

 

Photo credit: Foreship
Published: 7 May 2024

Related Topics:
Continue Reading

Alternative Fuels

CBL seeks to cement marine fuel position in APAC with renaming of Singapore subsidiary

Christofel Tian, Head of Singapore at CBL, dives into the subsidiary’s goals in biofuels, especially with the recent launch of Singapore’s TR 140:2025, and other sustainable bunker fuels such as methanol.

Admin

Published

7 days ago

on

June 11, 2025

By

RESIZED bunker tanker singapore

CBL International Limited (CBL), the listing vehicle of marine fuel logistics firm Banle Group recently announced the renaming of its Singapore-based wholly-owned subsidiary, Majestic Energy (Singapore) Pte Ltd to Banle International (Singapore) Pte Ltd.

In an interview with Singapore-based bunkering publication Manifold Times, Christofel Tian, Head of Singapore at CBL, dived into detailed plans for the subsidiary and its role in contributing to the Group’s regional growth ambitions including aspirations to move beyond biofuels and develop a full suite of sustainable marine fuels, including LNG, methanol, ammonia:

MT: According to CBL International’s website, Banle International Singapore, then known as Majestic Energy Singapore, was established in 2022. What are the significant milestones the subsidiary has achieved since then?

Since its establishment in 2022 under the name Majestic Energy (Singapore) Pte Ltd, our Singapore subsidiary has made substantial progress.

One of the subsidiary’s milestones is contributing to doubling the revenue of CBL in 2024 from 2023. As the primary fuel bunkering hub in the Asia-Pacific region, Singapore serves as a strategic base for CBL’s regional expansion. CBL’s revenue in Singapore increased by 102% year-over-year in 2024 as compared to 2023. This growth reflects both increased demand for traditional marine fuels and early adoption of biofuel.

Another milestone is playing a role in CBL’s launch of biofuel supply services across key markets. In March 2025, we successfully launched biofuel supply services in Singapore, after providing biofuel supply services in Malaysia, Hong Kong, and various ports in China. This aligns with global regulatory shifts such as the IMO GHG Strategy, which mandates a 40% reduction in carbon emissions by 2030 and moves towards a net-zero future by or around 2050, positioning us at the forefront of Asia-Pacific’s green maritime transition.

These achievements underscore our rapid operational scaling and strategic importance within CBL’s regional network, which now spans over 60 ports globally, including 13 of the world’s top 15 ports.

MT: How will this rebranding affect Banle International Singapore’s operations and vision in the republic and the Asia-Pacific region?

The rebranding from Majestic Energy Singapore to Banle International (Singapore) Pte Ltd marks more than just a name change—it represents a deeper alignment with the Group’s identity and long-term vision.

Operationally, the rebrand strengthens our market presence in Singapore, the world’s largest bunkering hub with annual sales nearing 55 million metric tons in 2024. It also enhances brand recognition across the Asia-Pacific region, where CBL continues to expand its footprint across intra-Asia and Euro-Asia trade routes.

Strategically, the move allows us to better leverage the Group’s global resources, supplier networks, and ESG initiatives. For example, CBL’s biofuel sales surged by over 600% year-over-year in 2024, and our unified brand enables seamless execution of sustainability-focused strategies across all markets we serve.

Ultimately, this rebranding reinforces our commitment to being a trusted partner in the transition toward greener shipping solutions, while maintaining operational excellence and customer-centric service delivery.

MT: What are the short and long-term goals Banle International Singapore has set in the area of sustainable marine fuels?

Our short-term goals for 2025 to 2026 are to expand our biofuel capabilities in Singapore and other regional hubs, increase B24 and B30 biofuel supply availability across our 60+ port network, and collaborate with local regulators and industry stakeholders to promote adoption of TR 140:2025, the new national technical reference standard for biofuels in Singapore.

Beyond 2026, our long-term goals are to move beyond biofuels and develop a full suite of sustainable marine fuels, including LNG, methanol, ammonia, integrate vertically into the biofuel supply chain, from securing feedstock sources to refining, blending, and final delivery and support the global shipping industry’s decarbonisation journey by offering cost-effective, scalable, and compliant green fuel solutions.

We believe that the future of bunkering lies in diversified energy offerings, and we aim to be at the forefront of that transformation in the Asia-Pacific region.

MT: With CBL’s biofuel sales volumes and sales surged over 600% year-over-year in 2024 and CBL launching its first biofuel supply services in Singapore in March 2025, what strategies will Banle International Singapore deploy to support the Group’s expansion in this?

We’re deploying a multi-pronged strategy to support the Group’s continued expansion in biofuels:

  • Regional Outreach and Market Education: We’re actively engaging with shipping companies and shippers across Southeast Asia, Greater China, and Northeast Asia, promoting awareness and confidence in using biofuels like B24 and B30.
  • Regulatory Engagement: We are working closely with local authorities in Singapore and elsewhere to shape favourable policies and standards, such as the TR 140:2025 standard, which will help accelerate adoption.
  • Partnership Building: We are forging alliances with feedstock suppliers, refiners, and technology providers to secure stable and cost-efficient supply chains for biofuels.
  • Technology & Automation Investment: Leveraging digital platforms and automation to improve inventory management, order fulfillment, and compliance tracking—ensuring efficient and transparent operations.

By combining these strategies, we aim to solidify our position as a leading provider of sustainable marine fuels in the region and contribute meaningfully to CBL’s global growth ambitions.

MT: With Singapore launching a new bio bunker fuels standard to complement ISO 8217: 2024, how will this impact the local biofuel market and the company’s biofuel operations?

The launch of TR 140:2025, Singapore’s new national technical reference standard for bio-bunker fuels, is a pivotal development for the local and regional biofuel market.

This standard complements ISO 8217:2024, which governs marine fuel specifications, and provides clear guidelines on quality, compatibility, and performance of biofuels used in the maritime sector. Its introduction is expected to:

  • Boost Shipper Confidence: Standardised specifications reduce uncertainty about fuel quality and engine compatibility, encouraging wider adoption among shipping operators.
  • Attract More Suppliers and Investors: With clearer benchmarks, more players—including refiners, traders, and logistics providers—are likely to enter the market, increasing competition and innovation.
  • Support Regulatory Compliance: As part of Singapore’s broader push for green shipping and ESG compliance, TR 140:2025 aligns with initiatives like the FuelEU Maritime regulation, enhancing Singapore’s appeal as a sustainable bunkering hub.

For CBL, this presents an opportunity to scale up our biofuel operations, streamline quality control processes, and offer standardised products that meet or exceed both international and local requirements. We are already adapting our supply chain in Singapore to align with TR 140:2025, ensuring we remain ahead of the curve in delivering safe, high-quality, and compliant biofuels.

Related: CBL International renames Singapore subsidiary to bolster regional growth strategy
Related: VPS: Singapore releases new bio bunker fuels standard to complement ISO 8217:2024
Related: Exclusive: Banle Group stays ahead of the curve in bio bunker fuels and global expansion

 

Photo credit: Manifold Times
Published: 11 June, 2025

Continue Reading

Interview

Hong Kong-based bunker trading firm E-Marine obtains ISCC EU certification

‘The shipping industry’s decarbonisation is accelerating, and companies that embrace the transition will thrive,’ states Darcy Wang, Managing Director of E-Marine.
Admin

Published

1 week ago

on

June 9, 2025

By

E Marine company logo (1 of 4)

Hong Kong-based marine fuel and lubricant trading company Hongkong E-Marine Supply Service Corporation Limited (E-Marine) in May obtained ISCC EU certification as Trader, learned bunkering publication Manifold Times.

“The decision to acquire International Sustainability and Carbon Certification EU (ISCC EU) status was due to E-Marine’s commercial alignment with evolving regulatory, commercial, and environmental demands in the maritime fuel supply chain,” shared Darcy Wang, Managing Director of E-Marine.

“This is especially true in the case for the push towards adoption of biofuels and alternative bunker fuels, as these materials become increasingly relevant in supporting maritime’s decarbonisation journey upon IMO 2030/2050.

“Obtaining ISCC EU status offers confidence to expectations from clients, regulators, and partners that E-Marine’s sustainability claims are legitimate and verified by a third party.

“Remaining relevant and adaptable is not just good practice, it’s a strategic imperative. The shipping industry’s decarbonisation is accelerating, and companies that embrace the transition will thrive.”

Travis Tey, Global Marine Fuel Sales & Procurement Manager at E-Marine, noted the company took about four months to complete the ISCC EU certification process in order to better support clients.

“This development means we can now fill in the gaps for our existing pool of clients that require ISCC certification and thus give them more options for a pool of approved bunker suppliers to choose from, especially in our area of expertise, Asia supply,” he explained.

“Further, having ISCC EU certification demonstrates E-Marine’s commitment to environmental responsibility; this directly supports climate action goals and shows stakeholders our company is reducing its environmental footprint in a verifiable way.”

Established in 2016, E-Marine upgraded from a small trader to a medium-sized trading house during the Covid-19 pandemic.

The bunker trading house’s exceptional performance in 2023 provided further push for an expansion to the Singapore market in 2024.

Related: Hong Kong-based bunker trading firm E-Marine introduces Global Sales & Procurement Manager
Related: Exclusive: Hong Kong-based bunker trading firm E-Marine expands operations with Singapore branch
Related: Exclusive: Bunker and lube trading firm Hongkong E-Marine Supply Service to open Singapore branch by June

 

Photo credit: Manifold Times
Published: 9 June 2025

Continue Reading

Interview

Innospec: Marine fuel additives the ‘low hanging fruit’ alternative energy saving technology solution

‘In our return on investment table, you only need a 0.5% fuel saving to break even on an additives investment with us,’ states the Area Sales Manager of Innospec Limited Branch Office Singapore.
Admin

Published

2 weeks ago

on

June 5, 2025

By

Max Fok Innospec

In an interview with Singapore-based bunkering publication Manifold Times, Max Fok, China & Singapore Marine Sales Manager and Market Specialist, explains how the use of marine fuel additives offer low-hanging fruit solutions for shipowners sailing towards maritime decarbonisation:

MT: Innospec recently released its Q1-25 Sustainability Newsletter, highlighting that 20,000,000 metric tonnes (mt) of carbon dioxide (CO2) emissions were avoided through the use of their fuel additives in 2024. Could you elaborate on this achievement?

Absolutely. By applying conservative estimates for fuel economy improvements ranging from  2.4 to 4.8%, depending on the type of fuel being treated, our analysis shows an avoidance of over 20,000,000 mt of CO2 for our customers in 2024. This figure is more than 200 times our total annual emissions from our site operations and is equivalent to taking 4.5 million gasoline-powered cars off the road for a year or the carbon sequestration achieved by 340 million tree seedlings over a decade. This highlights the vital role of chemical innovation in helping us utilise natural resources more efficiently while minimising our environmental impact.

MT: That’s impressive. How many shipping companies have benefited from using Innospec’s Octamar Technologies?

Today, over 50 shipping companies have benefited from using Innospec™ Octamar Technologies helping to reduce CO2 emissions and supporting shipping decarbonisation. In 2024, we successfully treated 4.8 million mt of marine fuels.

MT: There are some misconceptions about the role of additives as Energy Saving Devices (ESD). Can you address these misconceptions and explain how additives should be used correctly?

The misconception in the industry is that additives are only used for troubleshooting. However, fuel management involves ensuring fuel stability and compatibility, preventing fuel degradation, and ensuring proper engine reliability.

Performance applications of additives are widely used outside of marine applications, such as in the automotive industry, where premium-grade petrol is used for fleet performance, reducing consumption and emissions.

Fuel additives can improve engine efficiency on board vessels as an Energy Efficiency Technology Solution, reducing fuel usage, emissions, and costs. Compared to other ESD solutions, additives are the easiest to implement while operating the vessel and complying with stringent regulations.

MT: Is there a return on investment for using additives on a vessel? How can Innospec prove their product works, and can the product be trialled by owners before full commitment?

Innospec has proven the effectiveness of our marine additive’s technology. We are the only additives company in the marine industry with an Innovation Endorsement Certificate awarded by ClassNK in 2022, stating 2.1%-3.9% fuel savings.

Compared to other ESDs, the return on investment is immediate. It is one of the low-hanging fruit solutions in the market. We always welcome owners to trial our product before full commitment. With today’s measurement technologies, it is possible. We have supported various owners and proven the effectiveness since 1997. Moreover, additives are the only ESD that you can monitor as many times as you want.

MT: Do most shipowners use additives in their operations? If not, why? What are the challenges of adopting additives in shipowners’ operations, and how can they overcome them?

Marine additives have gained significant attention since the implementation of the IMO 2020 Sulphur Cap Regulation, as they have proven effective in addressing tank cleaning and VLSFO fuel issues. Most shipowners now include additives as part of their fuel management policy for treating bunker fuel. The challenge lies in who should bear the cost of these additives. Many shipowners tend to push this cost to charterers because it’s the charterers who pay for the fuel. However, this viewpoint is slowly changing due to regulatory requirements. For shipowners, it’s about compliance and machinery reliability, while for charterers, the emphasis is on achieving  fuel savings. Ultimately, the advantages of using fuel additives benefits both parties.

MT: How can additives help shipowners meet regulatory requirements? Are there any case studies or examples you can share?

Innospec has many case studies showing average fuel efficiency savings of 2%-4%. In addition to the CO2 emission reduction associated with fuel savings, which help to avoid penalties such as those under FuelEU Maritime regulation, these savings also improve the CII rating of a vessel which supports the vessel’s journey towards the future IMO Net-zero Framework. With rising fuel prices, these savings could grow significantly. In an era of new bunker fuels, such as biofuels, the same efficiency gains could also cut costs of new bunker fuel usage, and provide additional savings from reduced emissions costs. This strengthens the business case for using additives as ESDs while also improving the economics of low-carbon fuels by lowering overall operational expenses.

MT: Finally, some people believe that additives are too expensive to use regularly on vessels due to the high cost. What would you say to them?

That is a misconception in the industry. As the popularity of additives has grown, many  companies have entered the market, making promises on high fuel savings of up to 10%-20%, but with very-high treat rates and costs. However, in this scenario  the so-called ‘additive’ can no longer be named ‘an additive’ but rather a blending component for the fuel.

Can you imagine adding 6,000 litres of chemical into 6,000 mt of bunker fuel? It would be a nightmare to the crew(!).

At Innospec, our technology treat rate is only between 167 to 333ppm, which is a very small dose rate. To put that into context just 1,000 litres of our additive is sufficient to treat 6,000 mt of fuel.

Max Fok’s contact details are as follows:

Max Fok
Area Sales Manager
Innospec Limited Branch Office Singapore
47 Scotts Road, #06-01 Goldbell Towers,
Singapore 228233
E-mail:  [email protected]

 

Photo credit: Manifold Times
Published: 5 June, 2025

Continue Reading

Trending