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NYK bulk carrier “MV Frontier Explorer” bunkers GoodFuels’ biofuel at port of Singapore

Sustainable marine biofuel received by the vessel on 5 July is the first delivery to a major maritime client since GoodFuels opened its Singapore office in February.

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Marine biofuel supplier GoodFuels on Tuesday (16 August) said NYK’s bulk carrier MV Frontier Explorer has been successfully supplied with the company's sustainable marine biofuel.

The development is the first such delivery to a major maritime client since the company opened its Singapore office in February 2022.

MV Frontier Explorer was refuelled with biofuel in a blend with VLSFO during its port call to Singapore on 5 July, en route from Australia to India.

The delivery was the first to be managed under GoodFuels’ partnership with ITOCHU, which was announced in May. ITOCHU was responsible for logistics, blending and distribution of the biofuel blend, whilst GoodFuels handled sourcing, technical expertise, and sales, including working closely with NYK’s technical and commercial team. GoodFuels also worked with a licensed bunker supplier to carry out the bunkering.

The bunkering comes as a significant milestone for GoodFuels, with the organisation quick off the mark in Asia Pacific to respond to growing demand for low carbon marine fuels. It proves the resilience and robustness of GoodFuels’ recently created biofuel supply chain in Singapore, positioning the company to supply its clients in multiple locations and accept more orders for sustainable marine biofuel in the near future.

It also marks the next evolution in GoodFuels’ growing relationship with NYK. GoodFuels first supplied an NYK-owned vessel with biofuel in January 2019 in Rotterdam.

Jing Xieng JX Han, General Manager, GoodFuels Asia Pacific, said: “It’s important to underline just how significant this first refueling with NYK is for GoodFuels’ presence in Asia. Just a few months after commencing operations in Singapore, and hot on the heels of our recent agreement with ITOCHU, we are proving to the market that we are ready to supply our sustainable biofuels solutions to meet growing demand in the region.”

“NYK is a valued and long-term partner for GoodFuels and today’s announcement once again underlines our ability to work quickly and flexibly with many parties to make sure a bio-bunkering happens, from sales through to supply.”

“We anticipate that demand for sustainable marine biofuels will continue to grow in Asia, particularly as the global efforts to decarbonise shipping intensify. At GoodFuels, we are committed to playing a significant role in accelerating the energy transition in the transport sector. We will work hard to source new sustainable feedstocks and ramp up our sources of supply in Asia, ensuring that we built a robust and responsive organisation that can enable shipowners to make a tangible and immediate impact on their emissions.”

Yusuke Niizuma, Manager Global Mineral Resources Group at NYK LINE, said: “We are excited to continue our collaboration with GoodFuels, following our mutual ambition to reduce greenhouse gases emitted from ships by oceangoing shipping around the world. In March this year, NYK released the updated “NYK Group ESG Story 2022”. In the process of achieving the long-term target of net-zero emissions of GHG by 2050, continuously increasing biofuel usage within the group’s fleet is one of our ESG activities.”

GoodFuels’ partnership with ITOCHU, which saw the companies agree to cooperate on providing access to sustainable marine biofuels in all Singaporean territorial waters, waterways, and harbours, will also see both organisations work together to scale up supply of sustainable marine biofuel in Asia Pacific by identifying potential feedstocks.

Ted Tanaka, Managing Director of ITOCHU Petroleum Singapore, the flagship energy trading arm of ITOCHU Corporation, said: “I am very pleased to see the supply of biofuel to NYK. This delivery demonstrates to our customers and the industry our ability to supply the biofuel in Singapore shortly after the formation of strategic partnership with GoodFuels. Together with GoodFuels, we will continue meeting our customers’ needs for low carbon fuels.”

All the types of feedstocks that GoodFuels uses to produce its biofuels are assessed by an independent sustainability board to validate their sustainability credentials. To ensure that feedstocks are 100% waste or residues and cannot be used for food and feed, all GoodFuels’ biofuels gain International Sustainability & Carbon Certification (ISCC).

Related: GoodFuels opens first Singapore office to meet growing biofuel demand
Related: Singapore: ITOCHU and GoodFuels to scale marine biofuel bunkering across Asia-Pacific

 

Photo credit: GoodFuels
Published: 17 August, 2022

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Alternative Fuels

IUMI: How can liability and compensation regimes adapt to alternative bunker fuels and cargoes?

Existing international liability and compensation regimes do not fully cater to the changes that the use of alternative marine fuels will bring.

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Dangerous cargo

By Tim Howse, Member of the IUMI Legal & Liability Committee and Vice President, Head of Industry Liaison, Gard (UK) Limited

The world economy is transitioning, with industries across the board seeking to reduce their carbon footprint and embrace more sustainable practices. As part of this, there is a huge effort within our industry to look to decarbonise, using alternative fuels such as biofuel, LNG, LPG, ammonia, methanol, and hydrogen.

Until now there has been much focus on carbon emissions and operational risks associated with the use of alternative fuels. This includes increased explosivity, flammability, and corrosivity. An ammonia leak causing an explosion in port could result in personal injuries, not to mention property damage, air, and sea pollution. In addition, alternative fuels may not be compatible with existing onboard systems, increasing the risk of breakdowns and fuel loss resulting in pollution. Apart from these safety concerns, which particularly concern crew, air pollution and other environmental impacts need to be addressed.

However, the green transition also presents us with a separate regulatory challenge, which has received less attention so far. So, whilst carbon emissions and safety concerns are rightly on top of the agenda now, the industry also needs to prioritise the potential barriers in the legal and regulatory frameworks which will come sharply into focus if there is an accident.

If anything, historic maritime disasters like the Torrey Canyon spill in 1967, have taught us that we should look at liability and compensation regimes early and with a degree of realism to ensure society is not caught off-guard. With our combined experience, this is perhaps where the insurance industry can really contribute to the transition.

Currently, existing international liability and compensation regimes do not fully cater to the changes that the use of alternative fuels will bring. For example, an ammonia fuel spill would not fall under the International Convention on Civil Liability for Bunker Oil Pollution Damage (Bunkers Convention), potentially resulting in a non-uniform approach to jurisdiction and liability. Similarly, an ammonia cargo incident would not fall under the International Convention on Civil Liability for Oil Pollution Damage (CLC). Uncertainties may also exist in the carriage of CO2 as part of Carbon Capture and Storage (CCS) projects, which may be treated as a pollutant, with corresponding penalties or fines.

A multitude of questions will arise depending on what happens, where it happens, and the values involved, many of which may end up as barriers for would be claimants. How will such claims be regulated, will there be scope for limitation of liability, and would there be a right of direct action against the insurers? In the absence of a uniform international liability, compensation and limitation framework, shipowners, managers, charterers, individual crew, and the insurers may be at the mercy of local actions. Increased concerns about seafarer criminalisation (even where international conventions exist, ‘wrongful’ criminalisation does still occur) may emerge, creating another disincentive to go to sea.

When being carried as a cargo, the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (HNS), which is not yet in force, may resolve some of these issues for alternative fuels and CO2. However, until HNS comes into force, there will be no international uniformity to liability and compensation for the carriage of alternative fuels and CO2 as cargoes. This creates uncertainties for potential victims and their insurers, who may face increased risks and costs, due to the potential inability of existing regulations to provide protections.

The situation is even less clear in the case of bunkers. The rules for using alternative fuels as bunkers might require a separate protocol to HNS, a protocol to the Bunkers Convention, or a whole new convention specifically for alternative fuels.  Relevant considerations for the appropriate legislative vehicle include states’ preparedness to reopen the Bunkers Convention, the ability to conclude a protocol to HNS before it comes into force, and whether a multi-tier fund structure is needed for alternative fuels as bunkers (perhaps unnecessary because bunkers are usually carried in smaller quantities compared to cargoes).

Until then, what we are left with are the existing international protective funds, designed to respond at the highest levels to pollution claims resulting from an oil spill, without any similar mechanism in place to respond to a spill of alternative fuels, which are themselves so central to a green transition. Somewhat perversely, victims of accidents involving an oil spill may therefore enjoy better protections than victims of an alternative fuels spill.

In summary, while the use of alternative fuels will no doubt help to reduce the industry's carbon footprint, there are safety and practical hurdles to overcome. Stakeholders must also come together to find solutions to complex - and urgent, in relative terms - legal and regulatory challenges.

 

Photo credit: Manifold Times
Source:  International Union of Marine Insurance
Published: 13 June 2024

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Ammonia

Expert discusses technical considerations of using ammonia as marine fuel

Ammonia as bunker fuel poses significant safety challenges due to its toxicity and flammability, says Senior Marine Surveyor Muammer Akturk.

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Technical considerations of ammonia as marine fuel

Muammer Akturk, a Senior Marine Surveyor specialising in alternative bunker fuels, on Monday (10 June) published an article on technical considerations of using ammonia as a marine fuel in his Alternative Marine Fuels Newsletter.

The article dives into the use of ammonia as a marine fuel, focusing on the safety and technical considerations necessary for its implementation.

Ammonia is recognised for its potential as a zero-carbon fuel, making it an attractive option for reducing greenhouse gas emissions in the shipping industry. However, it poses significant safety challenges due to its toxicity and flammability.

Key points discussed include:

  1. Safety Measures: The importance of stringent design and operational safety measures to prevent ammonia releases and mitigate risks during both normal and emergency conditions is emphasized. This includes the need for gas dispersion analyses and the use of safety systems like gas detectors and alarms
  2. Regulatory Framework: The article reviews the latest regulations and guidelines developed to ensure the safe use of ammonia as a marine fuel. This includes the IACS Unified Requirement H1, which provides a framework for controlling ammonia releases on vessels
  3. Engineering Considerations: Technical aspects such as fuel storage, handling systems, and the role of risk assessments in identifying potential hazards and implementing preventive measures are detailed
  4. Human Factors: The article also considers the human factors approach to safety, emphasizing training and the importance of designing systems that account for human errorOverall, the article aims to provide a comprehensive overview of the challenges and solutions associated with using ammonia as a marine fuel, highlighting the importance of safety and regulatory compliance in its adoption.

Editor’s note: The full article can be found at the link here.

 

Published: 13 June 2024

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Methanol

Green Marine Fuels Trading, Vopak team up on green methanol port storage facilities

Green Marine Fuels revealed a strategic collaboration with Vopak to secure necessary port storage to accommodate green methanol supply in Shanghai, Tianjin and later in Singapore.

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Green Marine Fuels Trading, Vopak team up on green methanol port storage facilities

Green Marine Fuels Trading on Tuesday (11 June) announced a strategic collaboration with Royal Vopak Terminals in the key ports of Shanghai Caojing and Tianjin Lingang, China. 

The firm said the milestone agreement marked the next phase of methanol supply chain infrastructure expansion for Green Marine Fuels Trading, securing necessary port storage capacity to accommodate projected supply of green methanol from Chinese business partners.  

Green Marine will be undertaking a similar cooperation plan with Vopak Singapore as well. 

Gavin McGrath, Director at Green Marine, said: “This is an important milestone in the evolution of Green Marine Fuels Trading and further underscores our preparedness to supply green methanol to the imminent green transition within the shipping industry.” 

“Our leadership in the global methanol marine fuel sector uniquely positions us to bridge the gap between methanol producers and buyers, with storage and supply infrastructure being a crucial link in the chain.”

“We eagerly anticipate leveraging our expertise in these domains to enrich the Shanghai and Tianjin green port and marine fuel ecosystems.”

Manifold Times previously reported Vopak signing a strategic cooperation agreement with the Vice Mayor of Tianjin delegation to support the repurposing of Vopak Tianjin's infrastructure for new energies, including green methanol, sustainable aviation fuel, and potentially ammonia and liquid organic hydrogen carriers (LOHC).

Vopak said Tianjin Port Group will work closely with Vopak to develop a green methanol bunkering service solution.

Related: Tianjin Port Group and Vopak partner to develop green methanol bunkering service

 

Photo credit: Green Marine Group
Published: 12 June 2024

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