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Singapore: ISO/TC 28/SC 2/WG13 for Marine Bunkering attends meter verification operation of “Sea Longevity”

ISO delegates represented seven countries and were in Singapore to attend a three-day meeting of ISO WG13 to develop two new ISO bunkering standards, learns Singapore bunkering publication Manifold Times.




MAIN PHOTO Metcore ISO trip 12 of 13

Members of the International Organization for Standardization (ISO) working group (ISO/TC 28/SC 2/WG13 for Marine Bunkering) attended a meter verification using master Coriolis mass flow meter operation performed by mass flow metering system measurement solutions provider Metcore International Pte Ltd (Metcore) at Jurong Port on Wednesday, 28 September 2022.

Singapore-flagged bunker tanker Sea Longevity, a vessel owned and operated by bunker supplier Equatorial Marine Fuel Management Services, was having its mass flow meter verified during this particular operation.

The world’s first meter verification using master Coriolis mass flow meter solution for the bunkering sector was launched during the end of 2020; the service provides an efficient way to assess the accuracy of the bunker tanker's duty meter in Singapore on an annum basis while offering huge cost savings as compared with other verification methods.

“Hosting the visit by ISO members re-iterates our commitment towards the support of standards development work,” Daryl Lim, Quality Manager, Metcore, told Singapore bunkering publication Manifold Times.

“We believe that the meter verification not only showcases Singapore bunkering community’s effort, it also facilitates the ISO members to benchmark against our best practices when formalising a similar international standard.”

Choong Zhen Mao, Executive Director at Singapore bunker supplier Equatorial Marine Fuel Management Services (EMF), welcomed the ISO committee to witness the operation.

“Mass flow meters have become the cornerstone for the transparency, integrity and efficiency of the bunkering sector in Singapore. The technology is also integral to the digitalisation of our industry going forward,” notes Mr Choong. 

“We are happy and privileged to have the Sea Longevity represented as a showcase for the ISO working group.” 

The ISO delegates represented seven countries and were in Singapore to attend a three-day meeting of ISO WG13 to develop two new ISO bunkering standards.  

ISO WG13 Convenor Seah Khen Hee shared: “These two standards cover bunker cargo loading from oil terminal to bunker tanker and meter verification using the master Coriolis mass flow meter respectively.”

“Together with other ISO bunkering standards, these new standards will offer the international bunkering industry the opportunity to apply technologies that enable digitalisation of the bunker supply chain around the world. In addition, the ISO standards will promote fair trade, transparency and trust.”

Images of the meter verification operation taken by Manifold Times are as follows:

Metcore’s master Coriolis mass flow meter operates on the principles of TR 80 : 2020 – Meter Verification using Master Mass Flow Meter; a technical reference launched at SIBCON 2020.

TR 80 states a master Coriolis mass flow meter has to be three times better in terms of specification when compared to duty meters, according to Seah Khen Hee, who is also Advisor for Singapore’s Technical Committee for Bunkering (Ambient Liquid Fuels) – who led the development of TR 80.

Standardisation work for the bunkering industry continues to support Singapore as the biggest bunkering hub in the world, and standards developed are being referenced for development of international standards. (E.g. TR 80 is the base standard being referenced for the development of ISO 6996)

MFM manufacturer Endress+Hauser and Singapore-based Metcore International underwent a collaborative partnership to develop the master Coriolis mass flow meter which has undergone tests at Singapore port since early 2020.

Related: Singapore: Milestone achieved as first bunker tanker undergoes MFM verification via Master Meter
Related: SIBCON 2020: Singapore introduces new MFM bunkering standards SS 660 and TR 80
Related: Chairman of Technical Committee for Bunkering explains SS 660, TR 80; and cast an eye to the future
Related: Singapore: Coriolis Master Meter for MFM verification garners international interest

Other interviews conducted by Manifold Times for coverage of SIBCON 2022 are as follows:

Related: SIBCON 2022 Interview: MFMs relevant for custody transfer of future liquid-based marine fuels, confirms Endress+Hauser
RelatedSIBCON 2022 Interview: Singapore Bunkering TC Chairman shares republic’s direction on future marine fuels
RelatedSIBCON 2022 Interview: Clyde & Co discusses handling of bunker fuel quality disputes, alt fuels contracts

Photo credit: Manifold Times
Published: 30 September, 2022

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Decarbonizing Asian shipping: The potential of Onboard Carbon Capture

DNV dives deep into the potential of Onboard Carbon Capture Storage particularly in Asia to coincide with the recent release of its latest whitepaper.






With the recent release of its latest whitepaper, classification society DNV sheds light on the potential of Onboard Carbon Capture Storage particularly in Asia, highlights the growing interest in it among shipowners and what needs to happen to encourage its wider adoption:

By Cristina Saenz de Santa Maria
VP, Regional Manager - South East Asia, Pacific & India, Maritime at DNV

The International Energy Agency (IEA) says that to achieve the 1.5°C global warming limit set by the Paris Agreement, we need to capture 7.6 billion tons of CO2 annually by 2050. (Ref 1)

In its July 2023 update, the Global CCS Institute (GCCSI) mentioned that current Carbon Capture and Storage (CCS) projects cover about 50 megatons of CO2 annually. This implies that from 2023 to 2050, CCS capacity must increase at least 100 times to capture the projected 7.6 billion tons of CO2. (Ref 2)

DNV sees strong potential for Onboard Carbon Capture Storage - or OCCS- an area it is actively engaged in with industry players to put to the test.

Cristina Saenz de Santa Maria

Cristina Saenz de Santa Maria, DNV

OCCS outlook in Asia

In its latest white paper about OCCS, DNV sets out to provide guidance to shipowners, technology providers, and other stakeholders on central matters related to OCCS. (Ref 3)

It makes it clear from the start that OCCS is key among all other efforts to reduce greenhouse gas (GHG) emissions from shipping, in addition to improving energy efficiency and switching to carbon-neutral fuels.

Capturing the CO2 produced by carbon-based fuels and utilizing it, or storing it underground, is important for the maritime industry if it is to get anywhere near the IEA targets or meeting IMO goals for emissions reductions:  to reduce the total annual GHG emissions from international shipping by at least 20%, striving for 30%, by 2030, compared to 2008. (Ref 4)

One industry voice which updates us on CCS activities in Asia (as well as Europe) is Jasper Heikens, CCO at ECOLOG, a mid-stream CO2 service company.

He points out that one of the drivers to undertake CCS is that industries in Asia will need to adhere to the EU’s forthcoming Carbon Border Adjustment Mechanism (CBAM) if they wish to sell their products into the EU.

Mr Heikens thinks Asia will emerge as the biggest CO2 shipping market, because Japan and Korea have very limited storage capacity and will need to transport their CO2 over greater distances than the EU to, for example, Malaysia, Indonesia, or Australia. (Ref 5)

In March this year, the Singapore based Global Centre for Maritime Decarbonization (GCMD) released its landmark study on offloading onboard captured carbon dioxide and identified low port readiness as key barrier to large-scale commercialisation:

  • Infrastructure and procedures for handling captured carbon dioxide (CO2) at ports are currently inadequate,
  • Defining clear pathways to offload, utilise, and/ or sequester CO2, is crucial for large-scale commercialisation of onboard carbon capture and storage.

Commenting in the report, Professor Lynn Loo, CEO of GCMD had this to say: “While pilots have successfully demonstrated numerous capture technologies onboard ships, it is still uncertain how captured carbon on merchant ships can be safely offloaded, and what the rest of the value chain looks like.” (Ref 6)

Growing interest among shipowners

With the regulatory landscape rapidly evolving, it will become increasingly important for shipowners to look ahead and embark on a decarbonization strategy that allows for regulatory compliance and optimized operations.

It is no wonder that in recent years, we have seen a growing number of shipowners across Asia entering into partnerships to explore the potential of OCCS.

DNV entered into a Joint Development Project (JDP) with AL Group and its Singapore company Asiatic Lloyd Maritime LLP in November 2023 to explore the feasibility of CCS on board AL’s 7,100TEU containership and Kamsarmax bulk carrier newbuildings. (Ref 7)

Under the JDP, DNV will cooperate with AL on a techno economic study of CCS on board the vessels using DNVs FuelPath to assess the economic potential of the different fuel and technology strategies.

Backed by DNV’s experienced global network and team of experts in the Centre of Excellence for Maritime Decarbonization & Smart Shipping in Singapore, we are in a prime position to help the industry navigate the maritime energy transition in a safe and efficient manner.” (Ref 8)

Earlier this year, we entered into another JDP, this time with the Singapore-based shipping company SDTR Marine to cooperate on an Onboard Carbon Capture and Storage (OCCS) feasibility study for the latter’s 85,000 dwt Kamsarmax bulk carrier.

DNV, through its work with other stakeholders and through these JDPs, will make sure it addresses the extremely important economic viability of OCCS and take care of all operational and safety issues at the same time.


Steps towards wider adoption

For shipowners to adopt onboard carbon capture, appropriate emission regulations must be established to credit captured CO2.

Currently, the EU Emissions Trading System is the only regulatory framework incentivizing carbon capture on ships, which is in alignment with EU strategy on land-based CCS.

In addition, the IMO has initiated a working group to look further into how onboard carbon capture can potentially be implemented in new GHG emission regulations.

We also know every well – and the whitepaper emphasizes this - that globally maritime cannot go on its own with OCCS. We must be connected to the global CCUS value chain.

As of today, this infrastructure is not established. The shipping industry needs to reach out to relevant CCUS development projects near major shipping hubs to discuss how the maritime industry can connect to the wider CCUS value chain.

OCCS will be driven to succeed only if it has the necessary global and regional regulatory approvals, in addition to industry assessments, testing and pilot projects.

Note: Access DNV’s guidelines for Onboard Carbon Capture Systems (OCCS) onboard ships here.




Photo credit: DNV
Published: 24 June, 2024

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Bunker Fuel

LR report highlights potential of LPG as bunker fuel in delivering emission reduction

Study, however, outlines that technology readiness will need to improve for LPG to become a viable choice for shipowners and operators looking to transition their fleet to low and zero-carbon vessels.





LR report highlights potential of LPG as bunker fuel in delivering emission reduction

Using liquefied petroleum gas (LPG) as a marine fuel could deliver a significant carbon reduction, particularly alongside other emissions reduction and energy saving technologies, helping shipowners comply with more stringent regulations into the next decade, according to Lloyd’s Register recently.

The Fuel for Thought: LPG, a joint report from Lloyd’s Register (LR) and the World Liquid Gas Association (WLGA) has found that the market for dual-fuel LPG engines will continue to grow based on a healthy orderbook, with LPG offering a cleaner, lower carbon emission marine energy source than many alternatives currently available.

According to the report, the use of LPG as a marine fuel combined with technology such as Onboard Carbon Capture and Storage (OCCS) can reduce a vessel’s emissions profile, with the added benefit of reducing the required CO2 storage capacity, due to the lower CO2 emissions from LPG combustion. This allows the technology to work more effectively and offers shipowners a pathway towards future regulatory compliance.  

The report, however, outlines that technology readiness will need to improve for LPG to become a viable choice for shipowners and operators looking to transition their fleet to low and zero-carbon vessels.  

Although well established, the range of available engine technologies will need to be expanded to enable widespread adoption of LPG on multiple vessel types. 

Currently there is no four-stroke marine engine capable of using LPG, meaning auxiliary engines on vessels would need to be decarbonised through an additional fuel.

A safe bunkering framework must be also developed to encourage uptake of LPG. Regulations remain in their early stages, with interim guidelines recently published by IMO.

Panos Mitrou, Global Gas Segment Director, Lloyd’s Register, said: “The pace and scale of renewable production for LPG remains a critical factor in initiating the wider adoption of LPG as a marine fuel.”

“Supportive energy-saving technologies, as along with potentially maturing onboard carbon capture and storage, will further assist in making LPG a viable low-zero carbon fuel.”

“By ensuring this, LPG could offer attractive operating and capital costs compared to other alternative fuels as shipowners look to decarbonise their fleets in line with more stringent regulations."

Nikos Xydas, World Liquid Gas Association Technical Director, said: “LPG stands as a unique and exceptional energy source, pivotal for decarbonising the shipping sector.”

“Stored and transported as a liquid and consumed as a gas, it is well recognised for its lower emission benefits as a marine fuel. With a surge in orders for LPG-fuelled ships, it's clear that LPG's role in the shipping industry is expanding.”

“As the world moves towards deep decarbonisation targets, LPG emerges as an ideal fuel for all vessel types, offering a cleaner alternative fuel today and a pathway for an even cleaner future tomorrow.”

“Its flexibility, low emissions, and cost-effectiveness position LPG as the potential fuel of choice in the shipping sector, paving also the way for low-cost deep-sea decarbonisation with the advent of bio/renewable LPG.”

Note: The ‘Fuel for Thought: LPG’ report can be found here.


Photo credit: Lloyd’s Register
Published: 24 June, 2024

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DNV explains how its Emissions Connect can help in navigating new EU ETS landscape

DNV released a report on its Emissions Connect service and how the shipping industry could benefit from it in view of the expansion of EU ETS into shipping in January this year.






Classification society DNV on Thursday (16 November) released a Maritime Impact report on its Emissions Connect and how the shipping industry could benefit from it in view of the expansion of EU ETS into shipping in January this year: 

The introduction of the EU’s Emissions Trading System (ETS) into shipping has brought significant changes, deeply impacting financial operations, day-to-day management and commercial transactions. Frontline, a global leader in tankers, explains how DNV’s Emissions Connect is helping them to navigate this complex environment.

Growing moves to decarbonize the maritime industry are being accompanied and advanced by its rapid digitalization. Following the expansion of the EU ETS into shipping in January 2024, the importance of accurate, reliable data has never been higher. DNV’s Emissions Connect offers a comprehensive solution that ensures accuracy and dependability in emissions verification, helping stakeholders manage costs effectively under the new regulatory framework.

The role of data in a changing maritime environment

“We’re in a whole new dimension now,” says Pål Lande, Digital Business Development Director at DNV. “A lot of work has been done in recent years, and new regulations have emerged, gradually raising the importance of emissions data. This started with the EU’s Monitoring, Reporting and Verification (MRV) regulation, which mandates emissions reporting on an annual basis.

“While MRV reporting will continue to be a requirement in itself, since January 2024 companies also have to manage the costs of carbon credits through the expansion of the EU’s Emissions Trading Scheme into shipping.”

Frontline’s digital journey

Although the implication of the EU ETS has changed the dynamics of emissions reporting, this has been on the horizon for some time. For some companies, this has been just another stage on their digitalization journey.

“We decided to embark on a journey about four years ago, together with DNV, to handle our digital transformation,” says Lars Pedersen, CTO at Frontline. “This started with data collection for ESG reporting and has since evolved into reporting for the EU’s MRV regulation and IMO’s Data Collection System.

“These were frontrunners to the EU ETS reporting and enabled a very smooth transition when this came into force in January 2024. This also means that we are well prepared for further regulations down the line, such as FuelEU Maritime.”

From annual to daily reporting

The implementation of the EU ETS in 2024 means that many shipowners now also need to report emissions data, and have it verified, as part of their day-to-day operations.

“Traditionally, decision-making in shipping has been informed by annual aggregated data, where deadlines were not urgent and the impacts from incorrectly inputted data were limited,” says Lande. “However, the introduction of the EU ETS has created a paradigm shift. While the ETS itself does not mandate daily reporting, the financial implications of emissions costs necessitate daily management of emissions data.

“Effective management of this data is now crucial, influencing everything from compliance and certification to financial accounting. It also profoundly affects how shipping companies interact with their commercial partners.”

Impact of EU ETS on commercial transactions

Under the EU ETS scheme, the shipowner is responsible for the reporting of data and the purchasing and surrendering of carbon credits, a change from previous regulations where the ship manager was responsible. Nonetheless, the complexity of commercial relationships means that clarity over emissions – and who will pay for them – is now a fundamental part of many transactions.

“Carbon costs and other liabilities need to be handled throughout the value chain. How this is done will depend on a range of factors, such as segment, geography and agreements between key stakeholders like owners, managers and charterers,” says Lande.

“For all of this to function correctly, it is vital that there is a high degree of trust in data related to emissions, and other things like ship performance. Failure to do this correctly could lead to a lot of disputes.”

The value of verification

Frontline operates one of the largest tanker fleets in the industry, dealing with commercial transactions across the value chain on a daily basis.

“Every voyage involves a commercial settlement between owners and charterers,” says Pedersen. “Before, this was limited to the hiring of the vessel, but now it also includes the settlement of emissions.”

For this to function correctly, it is crucial that the data is both accurate and reinforced by a stamp of approval from a trusted third party.

“Having accurate, trusted data, delivered in a timely and cost-efficient way, and verified by a recognized classification society like DNV, provides it with a level of trust and security. This generates confidence throughout our own operations and helps a lot in commercial settlements.”

Note: The full Maritime Impact by DNV can be found here


Photo credit: Frontline Management
Published: 21 June, 2024

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