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John T. Essberger orders up to six methanol-capable chemical tankers

Firm said it has placed an order for two 13,000 dwt chemical tankers with 1A ice class and stainless-steel tanks at the Rainbow shipyard in Nantong, China with options for four more.

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John T. Essberger orders up to six methanol-capable chemical tankers

German chemical tanker firm John T. Essberger on Wednesday (25 September) said it has placed an order for two 13,000 dwt chemical tankers with 1A ice class and stainless-steel tanks at the Rainbow shipyard in Nantong, China.

Additionally, it has secured options for four more vessels of this type.

“Our new tankers are equipped with innovative engines capable of running on methanol, allowing us to meet the future demands for environmentally friendly fuels,” it said in a social media post.

“These vessels reflect our commitment to safety, fuel efficiency, and environmental protection at the highest level.”

The first of these newbuilds is scheduled for delivery in April 2027. 

“Despite global challenges in shipyard capacity and rising construction costs, we remain dedicated to modernising and expanding our fleet to the most advanced technical standards,” the firm added.

 

Photo credit: John T. Essberger
Published: 26 September, 2024 

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Alternative Fuels

Singapore: A*STAR advances safety in handling of future marine fuels

Funds project to develop tool to predict the dispersion of ammonia and methanol in the event of accidental leakages during bunkering operations.

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SMI Forum 2024 SMI IHPC LOA MT

Singapore’s Agency for Science, Technology and Research (A*STAR) on Thursday (7 November) awarded funding to a bunkering project at the 14th edition of the Singapore Maritime Institute (SMI) Forum.

The project, titled Dispersion Analysis and Simulations for Handling (DASH) of Future Fuels, is led and hosted by A*STAR Institute of High Performance Computing (A*STAR IHPC).

This joint initiative includes other A*STAR research institutes and public research partners such as CNRS@CREATE, the Technology Centre for Offshore and Marine, Singapore (TCOMS), and the Tropical Marine Science Institute (TMSI) at the National University of Singapore (NUS).

The project focuses on developing a multi-fidelity planning tool to predict the dispersion of ammonia and methanol in the event of accidental leakages during bunkering operations.

Essentially, the tool will integrate dispersion analysis, consequence simulations, and real-time environmental data to create a safety and risk management system that provides insights into the behaviour of these next-generation fuels.

The developed tool will be used to develop effective preventive measures, emergency response strategies, and mitigation plans for such scenarios.

“A*STAR IHPC is dedicated to developing next-generation tools to improve the design and safety of multi-fuel bunkering operations,” said Dr Su Yi, Executive Director of A*STAR IHPC.

“Through close collaboration with our partners, we aim to equip industry stakeholders with advanced simulation tools that assess potential leak scenarios and enhance safety planning, operations, and emergency response.

“This enables more informed, strategic decision-making that supports the maritime sector’s journey toward safer, more sustainable fuel solutions,”

Dr Chen Xinwei, Deputy Executive Director of SMI added, “Decarbonisation and sustainability are critical challenges facing the maritime industry.”

“SMI is pleased to support the DASH project with funding, highlighting our commitment to advancing the safe handling of alternative fuels – an essential step in achieving the sector’s decarbonisation objectives.”

 

Photo credit: Singapore Maritime Institute
Published: 11 November 2024

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Methanol

Methanol Institute: Advancements in methanol bunkering and alternative fuel infrastructure (Week 44, 28 Oct to 3 Nov 2024)

This week, the maritime industry saw advancements in methanol as a marine fuel including upcoming newbuild methanol-fuelled vessels and South Korea’s methanol bunkering milestone.

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The Methanol Institute, provides an exclusive weekly commentary on developments related to the adoption of methanol as a bunker fuel, including significant related events recorded during the week, for the readers of bunkering publication Manifold Times:

One of the key enablers identified by the Methanol Institute as key to the wider uptake of green fuels is bunkering infrastructure to reflect the growing orders for new ships designed to use methanol now and in the future. The further growth in methanol-fuelled orders reported below is exceeded only by the growth in green fuel production and marine bunkering activity in players who wish to realise the opportunity to serve a new generation of sustainable vessels.

Methanol marine fuel related developments for Week 44 of 2024:

Wan Hai Lines Orders Eight Methanol-Ready Container Ships from Hyundai and Samsung

Date: October 29, 2024

Key Points: Wan Hai Lines has ordered eight methanol-ready container ships, each with a capacity of 16,000 TEU, to support future green fuel usage. The order includes four vessels from HD Hyundai Samho and four from Samsung Heavy Industries, with an estimated price range of $186.49-204 million per vessel. The methanol-ready design includes larger storage capabilities to accommodate methanol bunkering. These ships can be converted to methanol either during construction or after delivery, marking a strategic move by Wan Hai Lines towards sustainable shipping options.

Sinopec Completes Record Methanol Bunkering Operation for Maersk in China

Date: October 29, 2024

Key Points: Sinopec has successfully completed China’s largest methanol bunkering operation, supplying nearly 938 tonnes of methanol to the Maersk Halifax at Zhoushan Xinya Shipyard on October 13, 2024. This landmark operation marks a significant development in Sinopec’s methanol bunkering capabilities, achieved through innovative logistics and a custom-developed methanol fueling unit. Sinopec now aims to provide regular methanol supply and expand ship-to-ship fueling services, positioning itself as a leader in clean energy for maritime vessels.

Danone Joins Maersk’s ECO Delivery Programme to Reduce GHG Emissions in Shipping

Date: October 29, 2024

Key Points: Danone has joined Maersk’s ECO Delivery programme to reduce greenhouse gas emissions in its shipping operations. The programme allocates Danone’s shipments to vessels using biofuels derived from waste feedstocks, such as biodiesel and bio-methanol, which reduce GHG emissions by over 40% compared to traditional fossil fuels. This partnership aligns with Danone’s decarbonization strategy focused on alternative fuels and multimodal transport, furthering its commitment to sustainable logistics in collaboration with Maersk.

Maersk Secures Long-Term Bio-Methanol Supply Deal with Longi Green Energy

Date: October 30, 2024

Key Points: Maersk has entered a long-term supply agreement with Longi Green Energy Technology to secure bio-methanol for its expanding dual-fuel methanol fleet. The agreement, extending well into the next decade, will see bio-methanol produced from agricultural residues, such as straw and fruit tree cuttings, at a facility in Xu Chang, China. The first volumes are expected in 2026, supporting Maersk’s global alternative fuels portfolio and advancing its decarbonization strategy through the adoption of bio- and e-methanol.

South Korea Aims to Lead Global Eco-Bunker Fuel Market with Major Methanol Bunkering Milestone

Date: October 30, 2024

Key Points: South Korea has taken significant steps toward becoming a global leader in eco-friendly bunker fuels, successfully completing its first ship-to-ship methanol bunkering operation. Conducted at Busan New Port on October 4, the operation saw Maersk’s Antonia Maersk refuel with 3,000 tonnes of methanol from Hyodong Shipping’s vessel. The Ministry of Oceans and Fisheries (MOF) is enhancing bunkering infrastructure, securing vessels, and standardizing procedures for green fuels, including methanol and LNG. This progress supports South Korea’s goal to position its ports, particularly Busan, as central hubs for sustainable maritime fuel.

Methanol Integral to Design of Eco-Friendly VLCC by Japanese Consortium

Date: October 31, 2024

Key Points: A Japanese consortium, including Idemitsu Tanker, IINO Lines, NYK, and Nihon Shipyard, has completed the design concept for Japan's first eco-friendly Malacca Max VLCC (Very Large Crude Carrier) utilizing methanol as a primary fuel. The vessel will feature a dual-fuel engine capable of running on methanol and conventional fuels, with a shaft generator for energy efficiency. Additionally, the design includes an optional wind propulsion system, aiming to meet the Energy Efficiency Design Index (EEDI) Phase 3 regulations by reducing CO2 emissions by over 40%. This development highlights Japan’s efforts to lead in sustainable vessel design.

CMA CGM Expands Alternative Fuel Options with Synthetic LNG and Methanol Bunkering in Morocco

Date: November 1, 2024

Key Points: CMA CGM has partnered with Marsa Maroc to equip and operate part of the Nador West Med container terminal in Morocco, enabling bunkering of synthetic LNG and methanol. This joint venture aims to increase the terminal’s throughput to 1.2 million TEU annually and position it as a hub for green fuel in the Mediterranean. Supported by Morocco’s growing green hydrogen sector, the terminal is expected to offer synthetic methane and methanol, serving CMA CGM’s fleet of dual-fuel vessels and reinforcing the region’s commitment to sustainable maritime fuels.

 

Photo credit: Methanol Institute
Published: 7 November, 2024

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Interview

KPI OceanConnect sees huge potential in Singapore and China green bunker fuels

Li Wen, Head of China Team at KPI OceanConnect, based in Singapore, gives her take on the future of alternative bunker fuels including methanol, LNG and biofuels especially in Singapore and China.

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Li Wen, Head of China Team at KPI OceanConnect

Li Wen, Head of China Team at KPI OceanConnect, based in Singapore, who is an expert in the field of bunker trading, marine fuels, and low-carbon energy strategies, recently shared with Manifold Times on the future of alternative bunker fuels, their availability and uptake in Singapore and China as well as the future of methanol in these two countries.

She also addressed the critical need for collaborative efforts across the marine fuels value chain to drive up the adoption of alternative marine fuels:

MT: What alternative marine fuels should the maritime industry focus on for IMO2030 and IMO2050? 

We expect the marine fuels market will have a multi-fuel future to meet the IMO’s targets, with a choice of low-carbon and carbon-neutral alternatives available for powering deep sea vessels.

The industry must evaluate available fuels for both short-term and long-term use to ensure they make the best choice that aligns with their specific needs. Short-term fuels, such as biofuel and fossil LNG, are readily available today, supported by existing infrastructure for production, transportation, and distribution, and are compatible with current vessel technology. In contrast, long-term fuels, like those derived from hydrogen produced by renewable energy-powered electrolysers, are still in early stages of technological development but offer greater decarbonisation potential for operators.

When advising our global clients, we leverage our expertise across all fuel types, ensuring that ship owners and operators can select the best fuel aligned with their operational needs and decarbonisation goals. Through our contractual partnerships with some of the largest industry players, we differentiate ourselves by driving innovation in green fuels and infrastructure development projects.

KPI OceanConnect is committed to partnering with the industry to accelerate the transition to sustainable marine fuels and developing tailored strategies that lead the way in sustainability and operational efficiency.

MT: What is the current availability and uptake of these fuels in Asia, particularly in Singapore and China, and its supply forecast? 

China has the infrastructure to be a major provider of biofuel, particularly UCOME but, presently, customs regulations are a barrier to this growth. These restrictions increase the price and lower the availability of biofuels in China. Once these customs challenges are resolved, we expect China-grown biofuel blends to take off and uptake to increase, like markets in Singapore and Europe.

Looking at LNG, China has five LNG bunker vessels in operation which are supported with demand largely from container vessels. Major suppliers have invested in LNG bunker vessels, which means China is comparatively well positioned as a supplier on the global market. As the fleet of dual-fuel vessels operating on LNG expands in the coming years, we expect to see the volume of LNG supplied by China to rise exponentially.

As in most of the rest of the world, long-term alternative fuels, such as methanol and ammonia, remain very much in development, limiting their availability.

MT: What are the challenges for a trading firm, such as KPI OceanConnect, to incorporate such alternative marine fuels into its product portfolio and how does the company solve them to ensure shipowners get the correct type of fuel at specific ports when needed? 

In helping the industry adopt alternative fuels, we see a huge opportunity to drive partnerships across the value chain to meet our clients’ goals. By establishing these partnerships, we can connect the supply side and demand side of the equation and encourage investment in alternative fuel infrastructure. As a market leader, this is our area of expertise and we are actively pushing to accelerate the energy transition by sharing our knowledge and insights with industry partners.

With this approach, we can support suppliers of alternative fuels in finding a market, while assuring ship owners and operators that they will be able to access alternative fuels as they adopt new technologies. This may mean we find ourselves working with multiple suppliers to ensure they can deliver for our clients. Enabling the uptake of these fuels will depend on being more engaged with the supply chain and this is something we do, with our last mile delivery experience, and will continue to do.

The energy transition is still in its early stages and demand levels in Asia in particular reflect this. While in Europe there are a lot of regulations and incentives to invest in low-carbon fuels, the equivalent is not present in Asia. In this regulatory environment, the industry may need to look to the IMO to drive decarbonisation as well as work with industry partners to future-proof operations.

It is important we act as a partner to our clients during this energy transition, and the feedback we have had from our customers tells us this role remains important.

MT: With Singapore’s recent announcement that it is ready for commercial scale operations for shore-to-ship, ship-to-ship, and SIMOPS for methanol, where do you think Singapore is heading with methanol bunkering after this? 

From KPI OceanConnect’s perspective, it is encouraging to see Singapore committing to be a frontrunner in yet another new area of the marine energy industry. This development is a positive step towards building the framework and infrastructure for the use of methanol as a part of the fuel mix.

However, the readiness of Singapore to fully meet the demand for green methanol, as in many other locations, is still uncertain at this stage. The Maritime and Port Authority (MPA) is best positioned to provide more detailed insights on how they plan to address this matter and its overall strategy.

MT: An expert earlier informed Manifold Times of the increasing supply of green methanol coming from China post 2025; do you agree with the development and how green methanol avails from China can support the bunkering industry in Singapore, China and rest of the world?

Chinese projects for green methanol are getting a lot of attention; however, most of these projects have not yet reached the final investment decision. Like the rest of the world, until the projects reach FID status, there is a need for more clarity on whether they will produce any green methanol in the future. Therefore, the prospect of green methanol from China in 2025 is quite optimistic and we do not anticipate production on a large scale.

In terms of availability, when green methanol production is up and running, the volume will likely cover demand at key ports in China. As production increases, the most likely destinations for the export of Chinese green methanol will be Singapore and Hong Kong.

Related: First SIMOPS methanol bunkering operation completed in Singapore
Related: Singapore: Industry expert clarifies rising misconception of methanol bunker fuel carbon intensity

 

Photo credit: KPI OceanConnect
Published: 7 November, 2024

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