An application for the winding up of marine fuel testing and surveying firm CCIC Singapore Pte Ltd (CCIC Singapore) was filed by Hong Kong-registered CCIC International Holding Limited on 7 September, according to a Monday (14 September) notice on the Government Gazette.

It noted the winding up application is directed to be heard before the Judge sitting in the General Division of the High Court at 10am on 2 October.

Manifold Times previously reported US Department of the Treasury’s Office of Foreign Assets Control (OFAC) sanctioned nearly two dozen firms operating in multiple jurisdictions, including CCIC Singapore.

OFAC alleged that Sepehr Energy “consistently relied” on CCIC Singapore to accomplish not only the necessary pre-delivery cargo inspections required before oil is transferred to China, but also to conceal the oil’s Iranian origins.

In late 2024, CCIC Singapore provided inspection services during a ship-to-ship transfer of approximately two million barrels of Iranian oil from the sanctioned vessel and Sepehr Energy-affiliated SIRI (IMO 9281683), formerly known as the ANTHEA. 

In June 2025, CNA reported that the company laid off hundreds of workers after it was hit with the sanctions. Later, the CCIC Singapore told CNA that the layoffs were due to the impact of the sanctions which was greater than expected, and that it has ceased operations in Singapore. 

According to the Government Gazette notice, any creditor or contributory of the company desiring to support or oppose the making of an order on the winding up application may appear at the time of hearing by himself or his counsel for that purpose.

A copy of the winding up application will be furnished to any creditor or contributory of the company requiring the copy of the winding up application by the solicitors of the applicant’s, Oon & Bazul LLC, on payment of the regulated charge for the same.

The Applicant’s address is 29/F, East Tower, Shun Tak Centre, 168-200 Connaught, Rd Central, Hong Kong, China.

The Applicant’s solicitors are TKQP Law LLP of 1 Wallich Street, #07-02 Guoco Tower, Singapore 078881.

Note: Any person who intends to appear at the hearing of the winding up application must send notice of such intention to the abovenamed TKQP Law LLP, the Claimant’s solicitors, within the time and in the manner set out in rule 70 of the Insolvency, Restructuring and Dissolution (Corporate Insolvency and Restructuring) Rules 2020. The notice must be in Form CIR-15 and state the name and address of the person, or, if a firm, the name and address of the firm, and must be signed by the person, firm, or his or their solicitor (if any) and must be served and, if sent by post, must be posted in such time as in the ordinary course of post to reach the address of the Claimant’s abovenamed solicitors, at least 3 clear working days before 2 October 2026 (the day appointed for the hearing of the application).

Related: CCIC Singapore amongst nearly 24 firms named in latest US OFAC sanctions

Photo credit: Manifold Times
Published: 15 September, 2026

Steve Bee, Group Marketing and Strategic Projects Director of marine fuels testing company VPS, on Monday (24 August) reviewed 2026 marine fossil fuel quality to date and the high number of issues being witnessed: 

Marine fuel buyers entered 2026 facing a perfect storm, suffering some of the highest bunker prices ever experienced, paired with a sharp and concerning decline in fuel quality. Across the traditional marine fossil fuel supply chain, VPS has seen a marked rise in fuel quality issues, with the Middle East conflict playing a major role in driving both price volatility and quality deterioration. For ship owners/operators, the message is clear, today’s fuel market is not only more expensive, it is also becoming more complex and unpredictable, with a higher degree of operational risk.

This deterioration is already showing itself in the test data VPS have produced. Between January and July 2026, VPS issued 29 Bunker Alerts, more than the total issued across the whole of 2024 and already closing in on the 37 alerts recorded throughout all of 2025. In just seven months of 2026, the scale and frequency of these alerts underline a clear, accelerating rise in fuel quality problems across the industry. Of the current 29 Bunker Alerts issued so far, Jan-Jul 2026, the combination of abrasive issues due to elevated cat-fines, plus fuel stability issues, account for 72% of these alerts. The ports requiring cat-fines and/or stability-related bunker alerts were, ARA, Balboa, Busan, Callao, Hamburg, Houston, Las Palmas, Philadelphia, Piraeus, Rotterdam, San Roque, Singapore and Valencia.

What is of additional interest is that marine gas oil does not account for a single Bunker Alert so far in 2026. It is HSFO and VLSFO dominating the fuels requiring such warnings.

Looking at the rate of off-specifications across each of the main marine fossil fuel types, HSFO is currently running at 8.87% of samples tested, being off-specification for at least one ISO8217 test parameter, whilst VLSFO has 9.88% off-specification level, MGO has 9.03% and ULSFOs is at 19.58%. ISO 8217 provides specification requirements for marine fuel as delivered to the ship. From a commercial perspective the fuel is only required to meet the specification at the point of custody transfer, ie at the ship’s manifold. However, compliance at this point, is not a guarantee of assurance that the fuel can be used without operational difficulties throughout its onboard lifecycle. This includes, how the fuel is stored, treat and consumed in main engines, generator engines, boilers, or other machinery. The condition of the fuel which ultimately reaches the machinery, is also strongly influenced by onboard fuel management, including storage and settling temperatures, settling time, purification temperature and throughput, purifier configuration and desludging arrangements, filtration, maintenance of the correct injection viscosity and other operational factors.

This is why knowing the characteristics of the bunkered fuel is critical to managing it correctly onboard. Appropriate testing can identify characteristics which, although not necessarily resulting in an ISO 8217 specification failure, may warrant additional operational attention. VPS therefore evaluates bunker fuels not only against the applicable specification requirements, but also provides operational advice where analytical findings indicate that additional precautions may be appropriate during storage, treatment or consumption.

VPS testing and observations, based on over 45 years of marine fuel testing experience and expertise, strongly align with a recent Linkedin post by marine and energy consultants, Brookes Bell. Their post highlighted a growing concern within the industry, stating a P&I Club had reported that bunker-related claims are up 50% this year, with many of the fuels involved having technically passed ISO8217 standard specification testing.

The same post noted that some ISO8217-compliant fuels have still caused operational damage. This has left shipowners to manage complex evidentiary disputes after problems arose. Its key warning was clear: Standard compliance testing alone isn’t catching the problem. If “passing spec” is not necessarily the same as being “safe-to-burn”, then the critical question becomes, “What additional testing is needed to identify the real operational risks?”

VPS have recognised that for some time, the ISO8217 standard is not an all-encompassing set of tests providing the highest level of asset, crew and environmental protection. For this reason, VPS offer a range of additional tests, as well as our Additional Protection Service (APS) test bundles. For example in the case of avoiding damages from cat-fines, the Fuel System Check (FSC) service, can provide valuable information in regard to monitoring purifier efficiency and the removal of cat-fines, protecting the engine to a higher degree. Whereas, Separability Number testing, is a key compliment to the hot filtration stability tests of TSP, TSA and TSE in mitigating stability risks. Should additional cold-flow information be required, the VPS proprietary Wax Appearance Temperature (WAT) testing provides key storage and fuel transfer temperature information. Whilst the VPS chemical screening services can identify potentially harmful chemicals within a fuel before the fuel is burnt. Then more detailed Gas Chromatography Mass Spectrometry (GCMS) forensic analysis provides key information to potentially support the fuel claims process.

VPS account managers and technical specialists can help shipowners and operators determine which laboratory tests are most appropriate for their fleet, based on the fuel characteristics, vessel operations and potential risk exposure. This guidance can support the mitigation of risks linked to engine damage, SOLAS compliance, legislative requirements and wider operational reliability.

The VPS Technical Advisory Team reviews bunker analysis results together with the vessel operational observations to provide practical advice on fuel storage, handling, purification and overall fuel management. Where appropriate, additional laboratory tests, or test bundles, may be recommended to further evaluate the fuel and assist in identifying the cause of an operational issue, supporting more informed decision-making.

VPS continues to monitor regional and global fuel quality trends through its laboratory network and customer feedback. Information received from vessels experiencing similar operational issues is valuable in helping VPS identify emerging trends and provide timely technical guidance to the wider shipping industry.

Photo credit: VPS
Published: 25 August, 2026

Bunker fuel testing and marine surveying business Maritec-Naias on Wednesday (12 August) issued an alert regarding bunker samples from vessels that took fuel oil/bunkered in Indonesia showing flashpoints as low as 39.5°C:

During the period of 21 July to 04 August 2026, Maritec-Naias tested eight bunker samples representing Low Sulfur Marine Distillate Oil (LSMDO) and B40 fuel grade from vessels that took fuel oil /bunkered in Indonesia ports, which indicated Flashpoints as low as 39.5°C.

All eight fuel samples tested were sourced from a single supplier.

Regulatory Implications:

Based on the results of the eight samples tested, the fuels do not comply with the minimum flashpoint requirement of 60 °C set by SOLAS and ISO 8217.

As per SOLAS requirements, the minimum flashpoint of any fuel carried in the tanks of a ship should be not less than 60 °C (with exception of fuel for lifeboats, which can be grade DMX with a flash point min of 43 °C).

ISO 4259 interpretation for tested flashpoint temperature is not taken into consideration here as the safety of onboard crew and vessel is of higher precedence.

Since 01 May 2024, it has been a MARPOL Annex VI requirement that the Bunker Delivery Note (BDN) includes either the actual flashpoint of a fuel as supplied or a declaration that its flashpoint has been determined as being at or above 70°C.

From 1 January 2026, SOLAS amendments clarified that the flashpoint requirement applies to fuels, which were specifically intended to have a flashpoint not less than 60°C as required under SOLAS II‑2/2.1.1 These amendments now align with MARPOL by requiring flashpoint details to be recorded on the BDN. Additionally, prior to bunkering, suppliers must provide the ship’s representative with a signed declaration confirming that the fuel meets the SOLAS flashpoint standard.

MARITEC-NAIAS RECOMMENDATIONS

When ordering fuels from Indonesia it is advised to insist on getting the actual flash point values from the supplier. If your vessel has bunkered a low flashpoint fuel it is prudent to observe/implement the precautions below:

• Flame screens on tank vents should be maintained in good condition and there should be no sources of ignition in the vicinity of the vents. This will assist in safe natural ventilation of volatile components in the fuel.
• No Smoking, no naked flame and no hot work must be allowed at any areas near to tank air vents.
• Send additional tank(s) samples upon arrival in port to check the fuel properties and flash point results especially if there has been co-mingling of fuels in bunker tanks
• If the vessel is out at sea, it may be possible to obtain dispensation from your Flag State Administration up to the next arrival port.
• Put the supplier on notice promptly and notify your P&I club.

Photo credit: Shaah Shahidh on Unsplash
Published: 13 August, 2026