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INTERVIEW: National Bank of Fujairah discusses challenges, risk management in oil and bunkering sectors

NBF mulls use of blockchain-based registry of trade finance transactions as secure central database for the banking industry to streamline documentation processes and resolve transparency issues.

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The following interview arranged by Conference Connection is part of pre-event coverage for the upcoming 12th International Fujairah Bunkering & Fuel Oil Forum (FUJCON 2021), where Manifold Times is an official media partner. Readers can register for the virtual event by clicking on the link here

Incorporated in 1982, National Bank of Fujairah PJSC (NBF) is a full services corporate bank with strong corporate and commercial banking, treasury and trade finance expertise as well as an expanding suite of personal banking options and Shari’a compliant services.

Manifold Times recently had a chance to interview Neill Robertson-Jones, Head of Corporate Banking, National Bank of Fujairah, UAE who shared with the Singapore bunkering publication his thoughts on challenges, risk management and other issues faced by financial institutions operating in the oil and bunkering sectors.

MT: What are the main challenges in today’s risk management and oil storage sectors which banks such as NBF need to be aware in order to successfully operate in; and how has NBF overcome them?

One of the greatest challenges that has clearly surfaced in recent times is the authenticity of trades being financed by banks and whether the pledgor of any associated security actually held legal title over the subject product. A spate of corporate frauds in this industry and in the region have left banks with sizeable loan losses, resulting in some exiting from the commodity trading sector.

As a result, we have seen that banks increased due diligence, monitoring and checking exponentially as many of these cases have centred on invoices being used to obtain double or multiple financings from banks, obtaining financing for cargo that traders did not actually own, or even did not exist in the first place. Issuance of letters of credit, inventory finance and factoring programmes were exploited through these fraudulent practices.

The oil storage sector was put under the spotlight because products being financed are frequently held in storage as part of the cycle between seller and buyer; and in many cases, this ultimately resulted in competing claims for the same cargo held in storage. In case of defaulting borrowers where the bank’s exposure is for oil products stored in terminals, banks have to go through a very lengthy legal process to exercise their legal right to move or sell the cargo held in tanks.

For NBF and other lenders to continue to support the sector, greater transparency and trust is required between trading firms and their lenders. A key enabler in this regard is ensuring that traders provide sufficient visibility over trade transactions, including counterparty and third-party verification; the underlying goods being traded and any receivables due. NBF requires traders to provide information on the end-to-end process and trade cycle when seeking finance for a transaction; while traders should agree not to obtain any other financing related to the same goods without prior written consent from the Bank.

NBF is also exploring a potential solution to the aforementioned issues using a blockchain-based registry of trade finance transactions as a secure central database for the banking industry to access records of trade transactions financed across banks, whereby we could be assured as to whether bills of lading or physical cargo have already been pledged and financed.

MT: It seems certain banks are shying away from the marine fuels sector. As such, what is NBF’s view on investments and issuing of credit in the international and local marine fuels business and is it as bad as what other banks believe?

Frequent instances of reported frauds, financial mismanagement and sanction breaches have negatively influenced lenders in the bunker industry. Therefore, some banks have retrenched from the marine fuels sector. The recent rapid increase in crude prices is also adding to the industry’s credit problems.  These factors have accelerated a lenders’ flight to quality, wherein larger commodities traders have largely remained able to take advantage of financing, albeit we have seen the introduction of Covid-19 premiums being added to several 2020 Revolving Credit Facility margins.

NBF remains committed to supporting both international and local customers working in the Fujairah hub, through the financing of investments and provision of banking product and service offerings including but not limited to bunkering, marine fuels, refining and storage infrastructures.

Unlike other banks that have retrenched from the market, and in an aim to support Fujairah’s ambitions, NBF has moved from a market risk towards a credit risk approach requiring a better mechanism and expertise for assessing credit risks. Increasingly stringent rules are required on compliance and transparency, while mitigating the financial risks of the trade through issuing credit to bunker suppliers who are engaging with highly reputed intermediaries. Leveraging the latest technological advancements, NBF may promote the use of block chain technology to streamline the documentation processes and resolve transparency issues.

MT: What investments does NBF have in UAE’s bunkering sector and overall, how have loans to the UAE and Middle East bunkering sector increased/decreased in the past years and why?

At NBF, we are proud to have provided and continue to provide substantial working capital solutions to many licensed bunker suppliers in Fujairah.  Thus, by virtue of NBF’s long-standing support to this vital business sector, our customers frequently benefit from seamless payment flows to and from their counterparties who typically are also long-standing NBF customers. You will appreciate we cannot comment on specific customers’ activities, suffice it to say that, NBF remains committed to providing further support as and when required to support the continued development of this vital sector, enhancing both Fujairah’s justifiable claim to be a top global bunkering hub and facilitating the transition to the provision of cleaner marine fuels.

MT: Has the commodity trading mishaps in 2020 affected the availability of credit for the Middle East bunkering market? If yes, how can you provide examples of how credit has been affected?

Large losses have led banks to withdraw from financing commodities and become much more selective in this space. The credit process particularly around due diligence has been substantially enhanced. We now see more background checks on counterparties, more documentation checks, the use of real time vessel tracker systems to see and review actual vessel movements, checks on the track record of the parties involved, live monitoring of transactions and a greater due diligence.

MT: What measures have NBF introduced to mitigate credit risk exposure to the bunkering sector since 2020?

NBF is taking a more active approach to client exposures and looking at putting in place transaction structures that closely align with the natural transaction flow. NBF has enhanced the processes around due diligence checks, documentation and randomised sampling and counterparty selection to ensure that we have a sounder customer base. There is also more emphasis on transparency around the physical flows and follow ups with the counterparties involved to cross check the transactions.

MT: Out of curiosity, is credit issued by NBF for the country’s bunkering sector under sharia law and what are the differences between collection of credit and debt under Muslim law when compared to international law? Especially in the event of late payment or insolvency.

This is a topic that is quite complex and would require a separate discussion to do it justice. In brief, there is no major obstacle to providing commodity finance in general in a sharia compliant fashion, in fact it is one of the areas where Islamic banking is most active. Nevertheless there are differences in the underlying contract structures that add some complexity, which I suspect is the reason you do not see it used as often as it could be. At NBF, we provide both conventional and sharia compliant options in order to meet our customer’s preferences.

Note: Neill Robertson-Jones will be speaking at Session 4A: Risk Management & Oil Storage at FUJCON 2021.

 

Photo credit: National Bank of Fujairah
Published: 19 March, 2021

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Alternative Fuels

Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

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Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Taiwanese shipping firm Yang Ming Marine Transport Corporation (Yang Ming) and South Korean shipbuilder Hanwha Ocean on Wednesday (2 September) signed a shipbuilding contract for six 13,000 TEU class LNG dual-fuel container vessels. 

The contract was signed by Dr. Chuck Tsai, Chairman of Yang Ming, and Mr. Charles Kim, CEO of Hanwha Ocean. The vessels are scheduled for delivery between 2028 and 2029. 

They will complement Yang Ming’s existing fleet of 10,000+ TEU vessels and serve as key vessels on East-West services, with deployment flexibility across trade lanes connecting Asia with the East and West Coasts of North America, South America, and the Mediterranean. 

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

“As Yang Ming transitions toward net-zero emissions, LNG provides a relatively mature and economically viable alternative fuel solution, capable of reducing greenhouse gas emissions by approximately 20%,” the company said. 

“At the same time, ammonia can serve as a carbon-free fuel by utilising converted LNG storage facilities, while offering relatively lower conversion costs and comparatively well-developed supply chains and infrastructure. The Ammonia Fuel Ready design will therefore provide Yang Ming with greater flexibility in responding to increasingly stringent international regulations on greenhouse gas emissions.”

In addition, the vessels will be equipped with Type B LNG fuel tanks with a design pressure of 1.0 bar to enhance the safety and efficiency of LNG operations, together with a range of energy-saving technologies, including Wind Shields, Rudder Bulbs, Pre-Swirl Stators, and Shore Power Systems. Smart ship technologies and cybersecurity protection features will also be incorporated to enhance operational efficiency, safety, and reliability while effectively reducing fuel consumption and greenhouse gas emissions.

Deliveries under Yang Ming’s next-generation fleet optimization plan commenced earlier this year. By 2030, a total of 24 new vessels are expected to enter service. 

This includes 18 LNG dual-fuel vessels—comprising five 15,500 TEU, seven 16,000 TEU, and the six 13,000 TEU vessels under this contract—alongside six 8,000 TEU methanol dual-fuel-ready ships. 

 

Photo credit: Yang Ming Marine Transport
Published: 4 September, 2026

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Alternative Fuels

LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Both secured AiP for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

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LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Lloyd’s Register (LR) and the Marine Design and Research Institute of China (MARIC) on Thursday (3 September) have secured Approval in Principle (AiP) for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

Announced at SMM 2026, the concept addresses one of the biggest investment challenges facing shipping today: the need to develop vessels and capabilities that can support a range of alternative fuel options and pathways as technologies, infrastructure and regulations evolve.

While LNG is already a mature fuel pathway, methanol and ammonia remain at an earlier stage of development, with questions around global fuel availability, infrastructure development, economics and long-term adoption.

The 114,000 DWT tanker concept has been designed as a product and crude oil carrier that can accommodate future conversion to LNG, methanol or ammonia as technologies, regulations and fuel supply chains mature. By incorporating conversion readiness at the design stage, the concept aims to reduce future retrofit complexity and provide owners with greater confidence when planning long-term fleet investments.

The design concept was reviewed against LR’s July 2026 class rules and regulations, including requirements relating to ships using gases and other low-flashpoint fuels, alongside relevant IACS Common Structural Rules for oil tankers. Final classification and statutory approval remain subject to full compliance with all applicable rules and regulations.

Theo Kourmpelis, Global Business Director for Tankers, Lloyd’s Register, said: “Shipowners are being asked to make major investment decisions today despite continued uncertainty around which fuels will dominate in the decades ahead. Alternative fuel solutions each offer potential pathways to compliance, but fuel infrastructure, regulation and economics continue to evolve at different speeds around the world.

“Designs that preserve flexibility will be critical in helping owners manage risk while preparing for multiple future scenarios.”

Si Nan, Marine & Offshore Marketing Department Vice Director, MARIC, said: “As the industry explores different decarbonisation pathways, shipowners need vessel designs that can adapt alongside technological and regulatory developments. This concept was developed specifically to provide greater fuel flexibility and long-term resilience, allowing owners to respond to changing market requirements without being locked into a single fuel strategy.

“Receiving Approval in Principle from Lloyd’s Register is an important milestone that validates the design concept and supports its future development.”

 

Photo credit: Lloyd’s Register
Published: 4 September, 2026

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Alternative Fuels

DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

LNG-fuelled vessels accounted for the vast majority of August activity while the strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year.

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DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

Latest data from classification society DNV’s Alternative Fuels Insight (AFI) platform alternative-fuelled vessel ordering was strong in August, with 52 new vessels added to the platform.

This is the highest monthly total since October 2024 and follows another active month in July, when 47 vessels were added to the database.

LNG-fuelled vessels accounted for the vast majority of August activity, with 46 orders recorded. The container segment led the way with 30 orders, while the car carrier segment contributed a further 12 LNG-fuelled vessels. In addition, four ethanol-fuelled bulk carriers and two hydrogen-powered bulk carriers were added during the month, as well as one LNG bunker vessel.

The strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year. In total, 242 alternative-fuelled vessel orders have been placed in the first eight months of 2026, representing a 27% increase compared with the same period in 2025.

LNG remains the dominant fuel choice, accounting for 63% of all alternative-fuelled vessel orders registered so far this year. Container vessels represent the largest share of these LNG orders (59%), followed by car carriers (30%).

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, said: “The past two months have been particularly strong for alternative-fuelled vessel ordering, with August recording the highest monthly total we’ve seen since October 2024. This has helped lift year-to-date orders to a level well above the same period last year.

“LNG remains the leading fuel choice, driven largely by activity in the container and car carrier segments. These sectors have been among the earliest adopters of alternative fuels, supported by predictable liner operations and increasing demand from cargo owners to reduce emissions across supply chains. 

“For many owners, LNG offers a combination of emissions reductions, fuel availability and future flexibility while the longer-term fuel landscape continues to evolve. 

“At the same time, the latest figures include orders for ethanol- and hydrogen-fuelled vessels, highlighting that owners continue to explore a range of decarbonization pathways. Different segments are making different fuel choices, but the overall level of activity demonstrates continued investment in lower-emission shipping.”

Screenshot 2026 09 04 at 12.29.26 PM Screenshot 2026 09 04 at 12.29.36 PM

 

Photo credit: DNV
Published: 4 September, 2026

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