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SIBCON 2022 Interview: ExxonMobil to invest more than USD $15bn on GHG reduction initiatives by 2027

Haur-Bin Chua, Regional Commercial Fuels Sales Director, Marine, ExxonMobil Asia Pacific, discusses market dynamics, the adoption of MFM technology, and digitalisation of the bunkering value chain with Manifold Times.
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Haur Bin Chua

The following interview with Haur-Bin Chua, Regional Commercial Fuels Sales Director, Marine, ExxonMobil Asia Pacific Pte Ltd, is part of coverage for Singapore International Bunkering Conference and Exhibition (SIBCON) 2022, where Manifold Times is an official media partner.

MT: As an oil major capable of producing its own VLSFO, how has market dynamics changed for the company in Singapore after the introduction of major trading houses as bunker suppliers at the republic over the past few years?

At a macro level, the introduction of more bunker suppliers in Singapore promotes competition and innovation. This further improves Singapore status as a major regional bunkering and trading hub.

Furthermore, the increase in the number of suppliers also provides more choice to customers. Different suppliers have different areas of focus, and it is fundamentally important for fuel purchasers to know their suppliers. ExxonMobil’s focus as a responsible producer and supplier is to ensure that our fuels not only meet the IMO Sulphur mandate and ISO 8217-2017 standards, but also pass rigorous fit-for-use assessments for reliability and performance. We formulate our fuels with proprietary patented technology that helps identify and mitigate potential compatibility issues during the development process.

MT: ExxonMobil chartered the first MFM-equipped bunker tankers “Emissary” and “Jewel” during trials at the Republic and seems to be a supporter of MFM bunkering operations; does the firm have any plans to expand the use of MFM technology for bunkering operations to other parts of the world?

When it comes to marine fuel bunkering, having accurate and transparent data translates to cost benefits for our customers. It also allows vessel operators peace of mind when receiving bunker supply through MFM system.

We are very proud to be one of the pioneers for the MFM system. ExxonMobil was the first company to:

  • Market with a port authority approved MFM system
  • Guarantee delivery by a MFM system in Singapore
  • Deliver more than 1 million tons via MFM system
  • Launch an independently accredited MFM system in Hong Kong

Beyond Singapore where MFM is mandated, ExxonMobil has MFM implemented onboard its bunkering barges in the Amsterdam-Rotterdam-Antwerp (ARA) ports as well as in France and Hong Kong.

MT: Digitalisation has been gaining pace around the world. The marine industry, including the bunkering sector, has been slow to pick it up. With data from MFM measurements already being digital, how should the bunkering industry should move towards digitalisation and transparency?

With digitalisation, there is value in exchanging data within an ecosystem to capture efficiencies and improve supply chain visibility. In Singapore, SGTradex was created as a result of Singapore Together Alliance for Action (AfA) on supply chain digitalisation. ExxonMobil is one of the participants working with the taskforce to explore ways to integrate disparate data into one supply chain common data infrastructure.

MT: What is ExxonMobil’s direction for alternative bunker fuels? Have any trends been spotted?

For the maritime industry, alternative low carbon options may co-exist in a multi-fuels future to address the specific needs of different shipping subsectors. Each of these options may present their own commercial and operational challenges, but to be successful, they will need to be safe, scalable, reliable, and viable.

In the near term, biofuels are an engine-ready alternative that can be used in existing engines without the need for extensive modifications. These biofuels have the potential to reduce GHG emissions by at least one-third compared with conventional marine fuel oil. ExxonMobil is already supplying marine biofuel in the Amsterdam-Rotterdam-Antwerp (ARA) region and recently, we have successfully completed a commercial bio-based marine fuel oil bunkering in the port of Singapore.

On the longer term, from Well-to-Wake basis, methanol, ammonia and hydrogen are promising alternatives to reduce the carbon footprint of shipping. However, one of their challenges is their lower energy content and the comparatively lower amount of energy they can store in the tanks of a ship. Ship designs would require changes to accommodate fuel containment and gas-supply systems or frequent bunkering.

To accelerate the deployment of these alternative bunker fuels in this hard to decarbonise marine sector, the right regulatory policies have to be in place. ExxonMobil advocates for a low carbon fuel standard (LCFS) to provide a predictable long-term pathway of reductions in carbon intensity (CI) of the fuel pool to support the IMO’s ambition of reducing GHG emissions from shipping. To enable this, policy should include the following attributes:

  • Set declining annual targets for the Well-to-Wake CI of the consumed marine fuels expressed in gCO2equivalent/MJ
  • Be technology neutral to encourage multiple pathways and innovation
  • Provide flexibility to manage investments in the fleets and the growth of lower GHG emission emerging technologies and energy
  • Support lower-carbon fuels, as the life cycle assessment approach helps to provide an effective tool for comparing alternative fuels
  • Include reporting of the fuel CI on the Bunker Delivery Notes
  • In case of non-compliance, a pre-determined buy-out could provide revenues to a global fund dedicated to the marine sector

As a major marine fuel supplier, ExxonMobil supports the International Maritime Organization (IMO) with a plan to be part of the solution. To provide solutions in the multi-fuels future, we are investigating several potentially viable alternatives to conventional fuel formulations including biofuels, hydrogen, methanol and ammonia. By 2027 we plan to invest more than $15bn on initiatives to reduce greenhouse gas emissions. Our commitment to driving emission reductions in support of a net-zero future is outlined in our Advancing Climate Solutions – 2022 Progress Report.

 

Photo credit: ExxonMobil
Published: 12 October, 2022

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Methanol

China: Chimbusco takes delivery of new methanol bunkering vessel in Zhoushan

Company says commissioning of “Zhong Ran LV Neng 85” will further enhance its service capabilities in green methanol bunkering in major domestic ports.
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June 16, 2026

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Chimbusco takes delivery of new methanol bunkering vessel in Zhoushan

China Marine Bunker (PetroChina) (Chimbusco) recently took delivery of its first bunkering vessel in China to deliver methanol to dual-fuel ships.

The 8,500-dwt duplex stainless steel chemical tanker Zhong Ran LV Neng 85 was successfully delivered in Zhoushan.

The company said the commissioning of this new ship will further enhance Chimbusco’s service capabilities in green methanol bunkering in major domestic ports and expand its national marine new energy service and support network

During the delivery period, Chimbusco said it focused on safe operations and conducted special training for all crew members of the vessel.

The training covered methanol bunkering operation specifications, prevention of collisions between commercial and fishing vessels, daily vessel reporting, and voyage report filling standards.

Manifold Times previously reported the launching of the bunkering vessel at Taizhou Fangzhen Shipbuilding Wharf in Zhejiang.

The floating out of the ship comes after Chimbusco has obtained methanol bunkering licences for Shanghai Port and Ningbo Port.

Related: Chimbusco launches new methanol bunkering vessel in Zhejiang

 

Photo credit: China Marine Bunker (PetroChina) (Chimbusco)
Published: 16 June, 2026

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LNG Bunkering

CCEC and CMA CGM form joint venture to build and operate LNG bunkering vessel

Each party will hold a 50% ownership stake in the joint venture, which has been established for the purpose of constructing, chartering, and operating one 20,000 cbm dual-fuel LNG bunkering vessel.

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June 16, 2026

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Capital Clean Energy Carriers Corp. (CCEC), an international owner of ocean-going gas vessels, on Friday (12 June) announced the formation of a joint venture company with CMA CGM. 

Each party will hold a 50% ownership stake in the joint venture, which has been established for the purpose of constructing, chartering, and operating one 20,000 cbm dual-fuel LNG bunkering vessel. 

The joint venture marks CCEC’s entry into the LNG bunkering segment, the company’s first vessel dedicated to marine fuel supply.

In connection with this transaction, the joint venture has entered into a shipbuilding contract with Nantong CIMC Sinopacific Offshore & Engineering (CIMC SOE) for the construction of the vessel at a contract price of USD 82.8 million, with delivery expected in the third quarter of 2028.

Incorporating the latest technologies, the vessel is designed to enable safe and reliable LNG transfers across a wide range of operating conditions. Advanced emissions reduction systems, combined with highly efficient dual-fuel power generation, are designed to help the vessel meet applicable environmental standards of the global shipping industry.

In addition, the joint venture is expected to enter into a 12-year time charter with a joint venture company formed between CMA CGM and TotalEnergies, commencing upon delivery of the vessel from the shipyard.

Jerry Kalogiratos, CEO of Capital Clean Energy Carriers, commented: “This joint venture marks CCEC’s entry into LNG bunkering — a natural extension of our gas platform from carriage into marine fuel supply. 

“Working alongside counterparties of the calibre of CMA CGM and TotalEnergies, we can help build the infrastructure that allows LNG to deliver a cleaner emissions profile, alongside security and diversity of supply, while opening a new, long-term contracted revenue stream for the Company through the Joint Venture.”

Christine Cabau, Executive Vice President Operations and Assets of CMA CGM, said: “Together with Capital Clean Energy Carriers and TotalEnergies, we are committed to building a reliable and high-performance LNG bunkering supply chain, which is essential to ensuring the availability and reliability of fuels such as LNG that represent the first step in the decarbonization of our industry.”

 

Photo credit: Scott Graham
Published: 16 June, 2026

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Nuclear

LR: Rotterdam study sets out pathway for nuclear-powered commercial ship port calls

New joint study has found that existing port safety and risk-management frameworks could provide a credible starting point for assessing nuclear-powered ship calls within a major European port environment.

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June 16, 2026

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A new joint study using the Port of Rotterdam as a case study has found that existing port safety and risk-management frameworks could provide a credible starting point for assessing nuclear-powered commercial ship calls within a major European port environment, according to Lloyd’s Register (LR) on Thursday (11 June). 

The desktop study, Enabling Nuclear-Powered Feeder Ships: A Joint Development Project on Port Call Feasibility and Regulatory Pathways, carried out through a joint development project involving LR, the Port of Rotterdam Authority, CORE POWER and A.P. Moller – Maersk, sets out the questions that ports, regulators and industry would need to answer in order to assess nuclear-powered vessels in a structured and responsible way. 

It also identified further work that would be required before routine operation could be contemplated, including regulatory alignment, emergency preparedness, security, liability and public engagement.

Its publication comes at a time of growing pressure on the shipping industry to identify even more scalable zero-emission technologies capable of meeting increasingly demanding decarbonisation requirements while preserving operational reliability, endurance and flexibility.

The report argued that maritime nuclear propulsion should be evaluated as part of the wider discussion around shipping decarbonisation, energy resilience and long-term industrial competitiveness.

While much of the current EU policy discussion has focused on alternative fuels such as hydrogen, ammonia and e-fuels, the report notes that segments of global shipping may ultimately require additional propulsion solutions capable of supporting endurance, reliability and operational flexibility at scale.

The Port of Rotterdam participated as a case study because it provides a real-world European port environment through which to examine how emerging energy and shipping technologies could interact with existing port safety frameworks, operations and regulatory processes.

Importantly, the study concluded that existing risk-based port safety frameworks already familiar to European ports could provide a credible starting point for assessing nuclear-powered vessels, provided nuclear-specific safety, security and operational considerations are systematically integrated and supported by appropriate national and international guidance.

The findings suggested that the real challenge for future maritime nuclear propulsion is likely to centre on regulatory alignment, governance, integration between nuclear and maritime safety regimes, and public and institutional preparedness.

The study identifies several key findings:

  • Existing port safety and risk-management frameworks provide a credible starting point for the assessment of nuclear-powered commercial vessels within the defined case study scenario.
  • Further work is needed on regulatory alignment, governance coordination, nuclear-specific safety and security, emergency preparedness, liability and insurance, operational integration and public engagement before routine commercial operation could be contemplated.
  • Current IMO provisions relating to nuclear-powered ships were developed for an earlier era and require modernisation to support any future civil commercial nuclear propulsion pathway.
  • Current European maritime decarbonisation discussions remain heavily focused on alternative fuels, with comparatively limited consideration of high-density, zero-emission propulsion systems capable of supporting long-range and high-utilisation shipping operations.
  • Major ports and maritime Member States may play an important role in shaping how nuclear propulsion is assessed and potentially integrated into future shipping strategies.

 

Photo credit: Shaah Shahidh on Unsplash
Published: 16 June, 2026

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