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Norbulk Shipping: Low sulphur bunker fuel can add $20,000 to annual ship operational costs

‘It is very sad to hear there still are issues but it’s definitely not something which is being reported [to CIMAC and ISO],’ says MAN Energy Solutions spokesman at webinar.
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The Maritime Association Management Company (Maritime AMC) has published an event summary from its recently held Bunkering Challenges 2021 webinar:

The introduction of rules last year to reduce ship sulphur emissions is resulting in a significant hike in operational expenditure for ship managers, with the use of low and very low sulphur fuel potentially resulting in system and engine damage.

Speaking recently during a webinar organised by trade association management company Maritime AMC, Sacha Cornell, Fleet Manager, Norbulk Shipping, revealed that using low sulphur fuel can add as much as US$20,000 to the operational expenditure for each ship per annum.

He told the 100+ participants that logged on to attend Bunkering Challenges 2021: “I would guesstimate that the extra cost for additional sampling, onboard test kits, increased purifier maintenance, supply and installation of cermet piston rings, treatment chemicals, additional filtration equipment is in the region of between US$10,000 and $20,000 per ship per annum.”

He said there are numerous cases in which very low sulphur fuel delivered onboard contains undesirable substances, resulting in problems relating to fuel stability, storage, handling treatment and processing onboard.

Citing one example, Sacha Cornell recalled a vessel receiving a batch of very low sulphur fuel in Rotterdam. Ship and barge samples were taken and analysed, with the fuel recording a total sediment reading of point 7.075 – well within the ISO parameters. But after 24 hours use, the ship’s purifier and fuel system were blocked, requiring engineers to carry out repetitive cleaning of purifiers and sludge discharge piping every 24 hours.

“Until the vessel had consumed all the bunkers, the crew had no option but to handle the problem onboard which is not a good situation for any engineer or ship owner to be in, especially when you are unable to make a claim against bunker supplier,” he said.

Enhanced testing of suspect bunker could not identify the cause of operational problems and thus no basis for a claim against supplier.

Commenting on Cornell’s presentation, Kjeld Aabo, Director New Technologies, MAN Energy Solutions and Chairman CIMAC Sub-Group WG 7 F – Fuel, said: “It is very sad to hear there still are issues but it’s definitely not something which is being reported [to CIMAC and ISO].”

While Aabo acknowledged a problem with very low sulphur fuel in early 2020, he said quality has “returned to normal”.

“In the beginning of 2020 we saw quite an increase in cylinder liner scuffing and excessive wear is, of course, not acceptable. By August, we were back to normal,” he said, emphasising the importance of having ceramic coated piston rings to better control wear on the liner surface.

In reference to cat fines, Aabo recalled one instance where 2000ppm was found in one sample, “but CIMAC and ISO say it is not a big problem today. Ship operators are now used to the procedures and know how to better use the lube oil and the low sulphur fuel.”

Bunker training and sampling procedures were recurrent themes throughout the CSI-branded webinar, with Cornell explaining that Norbulk has implemented various preventative measures to safeguard against bunkering problems.

“Crew training is vitally important, said Cornell. “When you talk to some crews about the importance of the sampling process, and how to make sure that the sampling is done well, and is a true representative sample, I find, unfortunately, a lot of times they’re not fully aware of the implications if they do not get it right. There should be more education in this area.

Bunker consultant Neil Lamerton agreed: “Often the crew onboard have no idea of the value of bunkers. Obviously, engineers are very good at using the fuel. But I think some owners and manager can do better at educating them on the commercial aspects of what they’re actually doing. They need to know what it means financially to the company if it all goes wrong, not just the technical, operational aspect.”

In summing up, conference chair, Maritime AMC Director and bunker expert Ian Adams, said: “It is vitally important we continue to train our crews and office staff on how to properly and safely bunker fuel in a post-IMO2020 environment.”

 

Photo credit: Steve Buissinne from Pixabay
Published: 17 May, 2021

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Biofuel

BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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Biofuel

NYK starts one-year B100 bio bunker fuel trial on car carrier

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices.
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June 3, 2026

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NYK starts one-year B100 bio bunker fuel trial on car carrier

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions. 

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said. 

 

Photo credit: NYK
Published: 3 June, 2026

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Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

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June 3, 2026

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VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes. 

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

 

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

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