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href="/en/commodities/biofuels-and-feedstocks">Biofuels and feedstocks</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/ammonia">Ammonia</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/hydrogen">Hydrogen</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/battery-materials">Battery materials</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/products/argus-biomass-markets">Biomass</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/electric-power">Electric power</a></li></ul></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><button class="cta MainNavigation_secondaryLink__dWmVz">Chemicals</button><ul class="MainNavigation_tertiaryList__5v6Ig qa-nav-3rd"><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/chemicals">Chemicals overview</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/methanol">Methanol</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/polymers">Polymers</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/light-olefins">Light olefins</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/heavy-olefins">Heavy olefins</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/aromatics">Aromatics</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/octane-blending">Octane blending</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/chlor-alkali">Chlor-alkali</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/polyurethanes">Polyurethanes</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/oleochemicals">Oleochemicals</a></li></ul></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><button class="cta MainNavigation_secondaryLink__dWmVz">Fertilizers</button><ul class="MainNavigation_tertiaryList__5v6Ig qa-nav-3rd"><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/fertilizers">Fertilizers overview</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/ammonia">Ammonia</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/nitrogen">Nitrogen</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/npks">NPKs</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/phosphates">Phosphates</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/potash">Potash</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/sulphur-and-sulphuric-acid">Sulphur and sulphuric acid</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/sustainable-and-specialty-fertilizers">Sustainable and specialty fertilizers</a></li></ul></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><button class="cta MainNavigation_secondaryLink__dWmVz">Metals</button><ul class="MainNavigation_tertiaryList__5v6Ig qa-nav-3rd"><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/metals">Metals overview</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/steel">Steel</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/steel-raw-materials">Steel raw materials</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/battery-materials">Battery materials</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/specialty-and-minor-metals">Minor metals</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/rare-earths">Rare earths</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/alloys">Alloys</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/scrap">Scrap</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/pipe-and-tube">Pipe and tube</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/commodities/base-metals">Base metals</a></li></ul></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/commodities/agriculture">Agriculture</a></li></ul></li><li class="MainNavigation_primaryItem__myUif qa-nav-primary-items "><button type="button" class="cta MainNavigation_primaryLink__tYxec">Industries</button><ul class="MainNavigation_secondaryList__iQt0k qa-nav-2nd"><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries">Industries overview</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/freight">Freight</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/upstream-oil-and-gas">Upstream oil and gas</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/oil-refining-and-distribution">Oil refining and distribution</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/biofuels-production">Biofuels production</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/aviation">Aviation</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/petrochemicals">Petrochemicals</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/natural-gas-and-power-distribution">Natural gas and power distribution</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/power-generation">Power generation</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/mining">Mining</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/industries/industrial-manufacturing">Industrial manufacturing</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a 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href="/en/solutions/analytics-and-forecasting/long-term-analytics">Long term analytics</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/analytics-and-forecasting/argus-forward-curves">Forward curves</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/analytics-and-forecasting/data-science-and-machine-learning">Data science and machine learning</a></li></ul></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/solutions/consulting-projects">Consulting projects</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/solutions/business-intelligence-reports">Business intelligence reports</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><button class="cta MainNavigation_secondaryLink__dWmVz">How we deliver</button><ul class="MainNavigation_tertiaryList__5v6Ig qa-nav-3rd"><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/how-we-deliver">How we deliver overview</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/how-we-deliver/client-portal">Client portal</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/how-we-deliver/argus-data-science-studio">Argus Data Science Studio</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/how-we-deliver/argus-open-markets">Argus Open Markets</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" target="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/products/argus-spot-ticker">Argus Spot Ticker</a></li><li class="MainNavigation_tertiaryItem__JMSfK qa-nav-3rd-items"><a title="" class="cta MainNavigation_tertiaryLink__nq_tc" href="/en/solutions/how-we-deliver/channel-partners">Channel partners</a></li></ul></li></ul></li><li class="MainNavigation_primaryItem__myUif qa-nav-primary-items "><button type="button" class="cta MainNavigation_primaryLink__tYxec">Events</button><ul class="MainNavigation_secondaryList__iQt0k qa-nav-2nd"><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/events">Events overview</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" class="cta 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class="MainNavigation_secondaryList__iQt0k qa-nav-2nd"><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/methodology">Methodology overview</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/methodology/methodologies">Browse Argus methodologies</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/methodology/key-commodity-prices">Key commodity prices</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta MainNavigation_secondaryLink__dWmVz" href="/en/methodology/publishing-schedule">Publishing schedule</a></li><li class="MainNavigation_secondaryItem__b3LkS qa-nav-2nd-items "><a title="" target="" class="cta 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class="row"><div class="col-12 col-lg-6 offset-lg-1"><div class="HeroBanner_titleAndDescription__0Cj9_"><h1 class="qa-banner-title">Marine fuels</h1><div class="h4 qa-banner-description">Comprehensive global coverage of conventional and alternative marine fuels prices and market commentary</div></div></div></div></div></div></div></div><div class="component small grey "><div class="component-content"><div class="PageSubnavigation_container__yH3q7 qa-subnavigation-bar container"><div class="PageSubnavigation_outer__ocRn_"><div class="PageSubnavigation_bar__Cf50a"><a href="#overview" class="qa-subnavigation-anchor PageSubnavigation_item__mBuP2 cta bar " title="">Overview</a><a href="#news" class="qa-subnavigation-anchor PageSubnavigation_item__mBuP2 cta bar " title="">Latest news</a><a href="#spotlight" class="qa-subnavigation-anchor PageSubnavigation_item__mBuP2 cta bar " title="">Spotlight content</a><a href="#products" class="qa-subnavigation-anchor PageSubnavigation_item__mBuP2 cta 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Reliable insight and data reflecting the market direction are more pressing than ever.</p> <p>Gain daily transparency into the difference between conventional and alternative marine fuel prices and plan ahead more effectively with our market outlook and forecasts.</p> <p>Our global coverage of marine fuels delivers market-driven price assessments, supply and demand data, price forecasts, and forward curve prices. Along with the latest news, market commentary, and in-depth analysis led by our market experts, our comprehensive insight helps your business decide on the best suited alternative marine fuel for your needs.   </p></div></div></div></div></div></div></div></div><div class="component component-padding navy " id="news"><div class="component-content"><div class="container"><div class="row"><div class="col-12 col-lg-7"><h2 class="qa-combinedfeed-title section-heading">Latest marine fuels news</h2><p class="qa-combinedfeed-description">Browse the latest market moving news on the marine fuels industry.</p></div></div><div aria-live="polite" class="Tabs_tabs__tVXxO secondary"><div class="qa-tabspanel-list Tabs_panel__uEe2n current" role="tabpanel"><div class="row"><div class="col-12 col-lg-6"><a class="qa-combinedfeed-primary-item News_link__TcfaC News_primary__Fop2j white" href="/en/news-and-insights/latest-market-news/2631500-singapore-light-distillate-stocks-hit-seven-week-high"><div class="News_primaryInner__9SOga"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ News_category__qm0Jk h5">Latest marine fuels news</div><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">22/11/24</div><hr class="News_hr__BZset"/><h3 class="qa-combinedfeed-item-title News_headline__JsnZr h2 d-none d-lg-block">Singapore light distillate stocks hit seven-week high</h3><h3 class="qa-combinedfeed-item-title News_headline__JsnZr d-lg-none">Singapore light distillate stocks hit seven-week high</h3><p class="qa-combinedfeed-item-summary News_summary__eRMnt">Singapore, 22 November (Argus) — Singapore light distillate and middle distillate inventories rose to multi-week highs while residual fuel stocks fell to a three-week low for the week ending 20 November, according to Enterprise Singapore. Singapore's light distillates stocks rose to a seven-week high, boosted by increased naphtha imports and an onslaught of gasoline cargoes from Saudi Arabia into the city-state. Naphtha imports rose by 21pc on the week to 1.98mn bl. Kuwait, India, and the UAE were the top three suppliers to Singapore this week. Kuwait likely exported more naphtha to Asia this month, as an issue at its reformer resulted in more spare naphtha on hand for exports. More Saudi Arabian gasoline cargoes entered Singapore, adding to stocks. Singapore received another 800,000 bl of gasoline from the Mideast Gulf nation after already receiving similar volumes last week. Middle distillates stocks rose further to a six-week high, as jet fuel exports fell while imports rose. Swing supplies of jet fuel continued to arrive from India, with a 494,000 bl India jet fuel cargo imported into Singapore in the past week. Singapore's onshore fuel oil inventories retreated to a three-week low after climbing for two consecutive weeks, as imports fell sharply this week. But total inventories for November remained marginally higher at 17.78 mn bl,compared to 17.55 mn bl last month. Brazil, Indonesia, and Iraq were the top origin countries for fuel oil arrivals, while the majority of exports were bound for the Philippines and Hong Kong. No exports were recorded to China this week. By Aldric Chew, Asill Bardh, Cara Wong and Lu Yawen Singapore onshore stocks (week to 20 November '24) Volume ± w-o-w ± w-o-w (%) Light distillates Stocks 15.16 1.04 7.37 Naphtha imports 1.98 0.35 21.36 Naphtha exports 0.61 0.60 8,689.57 Gasoline imports 3.04 -0.53 -14.91 Gasoline exports 4.74 -0.35 -6.91 Middle distillates Stocks 10.27 0.63 6.56 Gasoil imports 0.61 -1.12 -64.79 Gasoil exports 3.48 1.36 63.82 Jet fuel imports 0.5 0.1 39.34 Jet fuel exports 0.20 -0.28 -58.34 Residual fuels Stocks 16.98 -1.37 -7.45 Fuel oil imports 2.19 -4.36 -66.61 Fuel oil exports 1.23 -2.04 -62.53 Source: Enterprise Singapore Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.</p></div><span class="qa-combinedfeed-item-cta cta d-none d-lg-inline-flex">Find out more</span></a></div><div class="col-12 col-lg-6"><div class="News_secondaryGroup__CVF5i"><a class="qa-combinedfeed-secondary-item News_link__TcfaC News_secondary__4Pe3A white" href="/en/news-and-insights/latest-market-news/2628723-guyana-hires-floating-generators-to-avert-outages"><div class="News_secondaryOuter__68Cw0 d-none d-lg-flex"><div class="News_secondaryInner__T663Z"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ h5">Latest marine fuels news</div><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Guyana hires floating generators to avert outages</h3></div><hr class="News_hr__BZset"/><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">14/11/24</div></div><div class="News_secondaryOuter__68Cw0 d-flex d-lg-none"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ News_category__qm0Jk h5">Latest marine fuels news</div><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">14/11/24</div><hr class="News_hr__BZset"/><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Guyana hires floating generators to avert outages</h3><p class="qa-combinedfeed-item-summary News_summary__eRMnt">Kingston, 14 November (Argus) — Guyana is lifting its floating power capacity to 111MW with the rental of plants that the government says will prevent widespread power cuts over the next two years. The government has contracted a 75MW power barge from Turkish firm Karpowership that installed a 36MW barge in May, finance minister Ashni Singh said on Wednesday. The government has not released the terms of the contracts for the floating plants that are being fired by imported heavy fuel oil. Karpowership has been given a two-year contract that the government says will expire with the scheduled commissioning of a $2bn natural gas project that includes a 300MW power plant. The project will be fed by gas from a deepwater block being worked by US major ExxonMobil. The agreements with Karpowership "will take us just beyond the period when the new plant comes on stream," Guyana's vice president Bharrat Jagdeo said. The growing oil producer in northern South America faces a widening power deficit as state power utility GPL cannot meet demand created by a rapidly expanding oil-fired economy, the government said. Power demand in the country of 750,000 people has grown from 115MW in 2020 to 175MW currently and is projected to reach 205MW by year-end, the government said. GPL's fuel oil-fired output of 165MW "does not allow for a comfortable reserve so we need adequate redundant capacity," an official told Argus . Guyana's contract for power barges from Karpowership is the company's third in the region. Six of the company's floating plants are supporting Cuba's faltering power system, while another is stationed in the Dominican Republic. By Canute James Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.</p></div></a><a class="qa-combinedfeed-secondary-item News_link__TcfaC News_secondary__4Pe3A white" href="/en/news-and-insights/latest-market-news/2628654-singapore-bunker-sales-jump-19.5pc-in-october"><div class="News_secondaryOuter__68Cw0 d-none d-lg-flex"><div class="News_secondaryInner__T663Z"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ h5">Latest marine fuels news</div><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Singapore bunker sales jump 19.5pc in October</h3></div><hr class="News_hr__BZset"/><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">14/11/24</div></div><div class="News_secondaryOuter__68Cw0 d-flex d-lg-none"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ News_category__qm0Jk h5">Latest marine fuels news</div><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">14/11/24</div><hr class="News_hr__BZset"/><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Singapore bunker sales jump 19.5pc in October</h3><p class="qa-combinedfeed-item-summary News_summary__eRMnt">Singapore, 14 November (Argus) — Bunker fuel demand at the port of Singapore rose by 19.5pc on the month to 4.8mn t in October, supported by stronger enquiries from shipowners. It takes total bunker consumption at the port to 45.3mn t in the first 10 months of the year, putting Singapore on course to break last year's record high sales of 51.8mn t. The latest statistics release from the Maritime and Port Authority of Singapore (MPA) show consumption of both conventional and alternative marine fuels rose strongly last month as more ships refuelled in Singapore. Bio-bunkers and B24 demand hit a new record monthly high of 116,200t, taking the total for January-October to 586,500t. Consumption has already exceeded last year's 518,000t, driven by shipping emissions compliance requirements set by the EU and IMO. Demand for B24 is expected to steadily rise in the coming months ahead of the implementation of the FuelEU regulations from January 2025. Demand for LNG as a marine fuel at the port of Singapore increased by 37pc from September to 50,600t in October, which was also a new record high for monthly consumption. "In general, we are seeing bigger enquiries in the last month or so," said a London-based trader. Sales of very low sulphur fuel oil (VLSFO) in Singapore rose by 11.8pc from September to 2.5mn t last month, while high-sulphur fuel oil (HSFO) consumption jumped by 11pc to 1.8mn t. By Mahua Chakravarty Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.</p></div></a><a class="qa-combinedfeed-secondary-item News_link__TcfaC News_secondary__4Pe3A white" href="/en/news-and-insights/latest-market-news/2627274-q-a-low-carbon-marine-options-to-grow-baseblue"><div class="News_secondaryOuter__68Cw0 d-none d-lg-flex"><div class="News_secondaryInner__T663Z"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ h5">Latest marine fuels news</div><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Q&A: Low-carbon marine options to grow: Baseblue</h3></div><hr class="News_hr__BZset"/><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">11/11/24</div></div><div class="News_secondaryOuter__68Cw0 d-flex d-lg-none"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ News_category__qm0Jk h5">Latest marine fuels news</div><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">11/11/24</div><hr class="News_hr__BZset"/><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Q&A: Low-carbon marine options to grow: Baseblue</h3><p class="qa-combinedfeed-item-summary News_summary__eRMnt">New York, 11 November (Argus) — With marine fuel greenhouse gas emissions regulations tightening, ship owners are looking for financially feasible low-carbon fuels to add to their marine fuel repertoire. Argus spoke with Dionysis Diamantopoulos , head of alternative fuels at bunker supplier and trading firm Baseblue, about ship owners' options. Edited highlights follow. Do you expect onboard CO 2 capture and storage technology to become more important in the next five years? The big question for carbon capture technology is the storage capacity for the seized CO2. For example, if an available technology only allows 200t of CO2 to be captured on a voyage for the full capacity of CO2 tanks, then if we take into account that 1t of fuel produces on a tank-to-wake assessment context 3.2t of CO2, this means that after burning 62.5t of fuel oil/gasoil on the vessel that would fill the entirety of the storage capacity of the carbon capture equipment. Considering that this consumption could be a 2-3 day sail for some vessels running on 30-plus day voyages, the proportion of time "online" and "offline" of this technology would be inefficient. In addition, questions over the development of carbon capture technology is dependent on the availability of infrastructure worldwide to collect the captured CO2. If a vessel calls at, say, Brazil and then west Africa, and has a full carbon capture tank from the second day of the voyage and cannot discharge the captured CO2 at a west African port, we have further "offline" time of the capture technology. Other questions could include the space on deck/holds and further design considerations for the carbon capture technology. In 2030 what do you expect the global marine fuel mix to look like? In the immediate future, conventional fuel will remain the front runner, followed by biofuels due to the ability of existing fleets/engines to burn them. LNG usage could also increase if orders/deliveries of new building dual-fueled vessels increase. The IEA's director, Mr Birol, said recently that he expects LNG prices to drop due to the inflow of cargoes of LNG from the US and Qatar in the upcoming year. In the years to come, we will also see more methanol dual-fueled vessels on the water, and different areas worldwide will surely develop to supply these vessels with sustainable methanol types. Ammonia will eventually join the mix after infrastructure developments and protocols have been set for the safety of bunkering procedures. Do you think that next year's FuelEU regulation will be sufficient to encourage the move to sustainable marine fuels? The reality is that we must start somewhere, and FuelEU is a solid driving factor in pushing our industry to begin incorporating alternative fuels in the energy mix. It is vital that FuelEU and EU ETS is incorporated gradually into shipping. A charge to completely eradicate emissions within the next year or so would not be reasonable, viable or achievable. This phase-in period also assists in avoiding stranded assets and global trade disruptions. To comply with FuelEU, shipowners must know each alternative marine fuel's well-to-wake (full lifecycle) greenhouse gas emissions scores, but there is a lot of confusion around these. What well-to-wake emissions would you say each fuel has? It is not a question of my own or others opinion; it is rather what can be proven with the relevant documentation, for example, from the proof of sustainability documentation that ISCC-certified suppliers can publish. This also showcases why having a proper paper trail and documentation that officially accompanies the supplies is important. If we are talking about the default values, they would be: B100 16.37 gCO2eq/MJ; B30 MGO 70.18 gCO2eq/MJ; B30 VLSFO 71.73 gCO2eq/MJ. Fossil LNG are default values based on the type of engine. For LNG Diesel DF, it is 76.13 gCO2eq/MJ. We have not yet delivered bio-LNG or bio-methanol, so we are unsure of the GHG savings. China is lagging behind Singapore in terms of biodiesel bunker (B24) sales. Do you expect Chinese biodiesel bunker demand to pick up next year? Singapore is the king of bunkering in the region and ranks as one of the largest global bunkering hubs/ports. But Hong Kong's biofuel supplies, namely B24 VLSFO, have started and have picked up. Specifically, we at Baseblue already have recurring customers who lift biofuel blends in Hong Kong. Is conventional bunker trading this year more or less competitive than last year? Conventional bunker trading this year is more competitive compared to previous years. In my opinion, this has to do with various factors. First, crude oil prices have been under pressure. Whenever prices are under pressure, smaller trading houses try to take advantage of the fewer financing needs and appear more competitive. Next, bunker trading companies have sprouted exponentially over the last few years, which is enough to increase competition. By Stefka Wechsler Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.</p></div></a><a class="qa-combinedfeed-secondary-item News_link__TcfaC News_secondary__4Pe3A white" href="/en/news-and-insights/latest-market-news/2627128-carbon-intensity-reg-pivotal-to-biobunkers-in-2025"><div class="News_secondaryOuter__68Cw0 d-none d-lg-flex"><div class="News_secondaryInner__T663Z"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ h5">Latest marine fuels news</div><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Carbon intensity reg pivotal to biobunkers in 2025</h3></div><hr class="News_hr__BZset"/><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">08/11/24</div></div><div class="News_secondaryOuter__68Cw0 d-flex d-lg-none"><div class="qa-combinedfeed-item-eyebrow News_meta__Gc4kJ News_category__qm0Jk h5">Latest marine fuels news</div><div class="qa-combinedfeed-item-date News_meta__Gc4kJ News_date___zoLz h5">08/11/24</div><hr class="News_hr__BZset"/><h3 class="qa-combinedfeed-item-title News_headline__JsnZr">Carbon intensity reg pivotal to biobunkers in 2025</h3><p class="qa-combinedfeed-item-summary News_summary__eRMnt">New York, 8 November (Argus) — The International Maritime Organization's (IMO) carbon intensity indicator (CII) regulation will propel biofuel bunker demand in 2025 as its restrictions tighten. The CII regulation came into force in January 2023 and thus far has had a muted effect on shipowners' biofuel bunker demand. But 2025 could be a pivotal year. CII requires vessels over 5,000 gross tonnes (gt) to report their carbon intensity, which is then scored from A to E. A and B vessel scores are regarded as superior energy efficiency, while C, D and E are considered moderate to inferior scores. The scoring levels are lowered yearly by about 2pc, so a vessel with no change in CII could drop from from C to D in one year. If a vessel receives a D score three years in a row or E score the previous year, the vessel owner must submit a corrective action plan. The IMO has not established penalties or restrictions for vessels scoring D. Thus, theoretically a ship owner could have scored D in 2023 and 2024 with no consequences. Year 2025 will mark CII's third year, when ship owners whose vessels were scoring D in 2023 and 2024 will need to rethink their sustainability approach or risk getting D again and having to produce corrective actions plans in 2026. That is in addition to the ship owners whose vessels will score E in 2024. To improve its CII score, a ship owner could reduce its speed and burn low-carbon fuels, among other solutions. Biofuel is the only plug-and-play low-carbon fuel option that does not require a costly vessel retrofitting. in 2023 of the vessels 5,000 gt and over, 3,931 scored D, 1,541 scored E and 3,967 did not report scores, according to the latest IMO data ( see chart ). Assuming that the non-responders refrained from reporting to avoid sharing their low D and E scores, then the total number of D and E scoring vessels could be as high as 9,439, or 33pc of the total vessel count. The bulk of the vessels reporting D and E were dry bulk carriers at 1,853 and 641, respectively, followed by oil tankers at 743 and 349, respectively, according to IMO data. The dry bulk carrier category also had the highest number of non-responders at 1,015 vessels. The vessel classification society American Bureau of Shipping concluded that a reference case container vessel with 154,000t deadweight could see its rating improve from D to C in 2025 if it switched from burning conventional marine fuel to B25 biofuel. FuelEU, EU ETS: All bark, no bite Separately from the CII regulation, ship owners traveling in, out and within EU territorial waters will see the implementation of a new FuelEU marine regulation on 1 January and the tightening of the existing EU ETS regulation. But neither would be major driving forces behind biofuel for bunkering demand in 2025. The EU ETS will require that vessel operators pay for 70pc of their CO2 emissions next year. But even with the added cost of CO2, a B30 biofuel blend is more expensive than conventional marine fuel. In Rotterdam in October, B30 — comprised of 30pc used cooking oil methyl ester (Ucome) and 70pc very low-sulphur fuel oil (VLSFO) — with a 70pc CO2 cost added would have averaged $924/t, compared with VLSFO with added 70pc CO2 cost at $682/t, according to Argus data. In order for the EU ETS to entice ship owners to burn biofuels, at current VLSFO and Ucome prices, the price of CO2 has to rise up to $300/t. And CO2 has fluctuated from $55-$102.5/t from January 2023 to October 2024. Starting on 1 January 2025, the EU's FuelEU regulation will require that vessel fleets' lifecycle greenhouse gas intensity is capped at 89.34 grams of CO2-equivalent per megajoule (gCO2e/MJ) through 2029. For vessels which do not meet this cap, a low biofuel blend can meet the requirement. A B5 blend, comprised of 5pc Ucome and 95pc VLSFO, emits less than 89 gCO2/MJ. At this rate, albeit higher, demand for biofuels would not spike dramatically. Unlike the CII scores which apply to individual vessels, FuelEU applies to vessel pools. Different shipping companies are allowed to pool their vessels together to share compliance and meet the EU ETS emissions limits. Thus several biofuel or LNG burning vessels can compensate for the emissions generated by the majority of the older, less fuel efficient vessels burning conventional marine fuel in the pool. By Stefka Wechsler CII vessels rating Number of vessels (5,000 GT and over) Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . 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Singapore's light distillates stocks rose to a seven-week high, boosted by increased naphtha imports and an onslaught of gasoline cargoes from Saudi Arabia into the city-state. Naphtha imports rose by 21pc on the week to 1.98mn bl. Kuwait, India, and the UAE were the top three suppliers to Singapore this week. Kuwait likely exported more naphtha to Asia this month, as an issue at its reformer resulted in more spare naphtha on hand for exports. More Saudi Arabian gasoline cargoes entered Singapore, adding to stocks. Singapore received another 800,000 bl of gasoline from the Mideast Gulf nation after already receiving similar volumes last week. Middle distillates stocks rose further to a six-week high, as jet fuel exports fell while imports rose. Swing supplies of jet fuel continued to arrive from India, with a 494,000 bl India jet fuel cargo imported into Singapore in the past week. Singapore's onshore fuel oil inventories retreated to a three-week low after climbing for two consecutive weeks, as imports fell sharply this week. But total inventories for November remained marginally higher at 17.78 mn bl,compared to 17.55 mn bl last month. Brazil, Indonesia, and Iraq were the top origin countries for fuel oil arrivals, while the majority of exports were bound for the Philippines and Hong Kong. No exports were recorded to China this week. By Aldric Chew, Asill Bardh, Cara Wong and Lu Yawen Singapore onshore stocks (week to 20 November '24) Volume ± w-o-w ± w-o-w (%) Light distillates Stocks 15.16 1.04 7.37 Naphtha imports 1.98 0.35 21.36 Naphtha exports 0.61 0.60 8,689.57 Gasoline imports 3.04 -0.53 -14.91 Gasoline exports 4.74 -0.35 -6.91 Middle distillates Stocks 10.27 0.63 6.56 Gasoil imports 0.61 -1.12 -64.79 Gasoil exports 3.48 1.36 63.82 Jet fuel imports 0.5 0.1 39.34 Jet fuel exports 0.20 -0.28 -58.34 Residual fuels Stocks 16.98 -1.37 -7.45 Fuel oil imports 2.19 -4.36 -66.61 Fuel oil exports 1.23 -2.04 -62.53 Source: Enterprise Singapore Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.","links":[{"rel":"article","href":"https://api.argusmedia.com/articles/2631500"}],"tags":null,"taxonomy":null,"id":2631500,"language":"en-GB","body":null},{"type":"News","datePublished":"2024-11-14T16:30:55Z","headline":"Guyana hires floating generators to avert outages","summary":"Kingston, 14 November (Argus) — Guyana is lifting its floating power capacity to 111MW with the rental of plants that the government says will prevent widespread power cuts over the next two years. The government has contracted a 75MW power barge from Turkish firm Karpowership that installed a 36MW barge in May, finance minister Ashni Singh said on Wednesday. The government has not released the terms of the contracts for the floating plants that are being fired by imported heavy fuel oil. Karpowership has been given a two-year contract that the government says will expire with the scheduled commissioning of a $2bn natural gas project that includes a 300MW power plant. The project will be fed by gas from a deepwater block being worked by US major ExxonMobil. The agreements with Karpowership \"will take us just beyond the period when the new plant comes on stream,\" Guyana's vice president Bharrat Jagdeo said. The growing oil producer in northern South America faces a widening power deficit as state power utility GPL cannot meet demand created by a rapidly expanding oil-fired economy, the government said. Power demand in the country of 750,000 people has grown from 115MW in 2020 to 175MW currently and is projected to reach 205MW by year-end, the government said. GPL's fuel oil-fired output of 165MW \"does not allow for a comfortable reserve so we need adequate redundant capacity,\" an official told Argus . Guyana's contract for power barges from Karpowership is the company's third in the region. Six of the company's floating plants are supporting Cuba's faltering power system, while another is stationed in the Dominican Republic. By Canute James Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.","links":[{"rel":"article","href":"https://api.argusmedia.com/articles/2628723"}],"tags":null,"taxonomy":null,"id":2628723,"language":"en-GB","body":null},{"type":"News","datePublished":"2024-11-14T13:25:27Z","headline":"Singapore bunker sales jump 19.5pc in October","summary":"Singapore, 14 November (Argus) — Bunker fuel demand at the port of Singapore rose by 19.5pc on the month to 4.8mn t in October, supported by stronger enquiries from shipowners. It takes total bunker consumption at the port to 45.3mn t in the first 10 months of the year, putting Singapore on course to break last year's record high sales of 51.8mn t. The latest statistics release from the Maritime and Port Authority of Singapore (MPA) show consumption of both conventional and alternative marine fuels rose strongly last month as more ships refuelled in Singapore. Bio-bunkers and B24 demand hit a new record monthly high of 116,200t, taking the total for January-October to 586,500t. Consumption has already exceeded last year's 518,000t, driven by shipping emissions compliance requirements set by the EU and IMO. Demand for B24 is expected to steadily rise in the coming months ahead of the implementation of the FuelEU regulations from January 2025. Demand for LNG as a marine fuel at the port of Singapore increased by 37pc from September to 50,600t in October, which was also a new record high for monthly consumption. \"In general, we are seeing bigger enquiries in the last month or so,\" said a London-based trader. Sales of very low sulphur fuel oil (VLSFO) in Singapore rose by 11.8pc from September to 2.5mn t last month, while high-sulphur fuel oil (HSFO) consumption jumped by 11pc to 1.8mn t. By Mahua Chakravarty Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.","links":[{"rel":"article","href":"https://api.argusmedia.com/articles/2628654"}],"tags":null,"taxonomy":null,"id":2628654,"language":"en-GB","body":null},{"type":"News","datePublished":"2024-11-11T09:00:00Z","headline":"Q\u0026A: Low-carbon marine options to grow: Baseblue","summary":"New York, 11 November (Argus) — With marine fuel greenhouse gas emissions regulations tightening, ship owners are looking for financially feasible low-carbon fuels to add to their marine fuel repertoire. Argus spoke with Dionysis Diamantopoulos , head of alternative fuels at bunker supplier and trading firm Baseblue, about ship owners' options. Edited highlights follow. Do you expect onboard CO 2 capture and storage technology to become more important in the next five years? The big question for carbon capture technology is the storage capacity for the seized CO2. For example, if an available technology only allows 200t of CO2 to be captured on a voyage for the full capacity of CO2 tanks, then if we take into account that 1t of fuel produces on a tank-to-wake assessment context 3.2t of CO2, this means that after burning 62.5t of fuel oil/gasoil on the vessel that would fill the entirety of the storage capacity of the carbon capture equipment. Considering that this consumption could be a 2-3 day sail for some vessels running on 30-plus day voyages, the proportion of time \"online\" and \"offline\" of this technology would be inefficient. In addition, questions over the development of carbon capture technology is dependent on the availability of infrastructure worldwide to collect the captured CO2. If a vessel calls at, say, Brazil and then west Africa, and has a full carbon capture tank from the second day of the voyage and cannot discharge the captured CO2 at a west African port, we have further \"offline\" time of the capture technology. Other questions could include the space on deck/holds and further design considerations for the carbon capture technology. In 2030 what do you expect the global marine fuel mix to look like? In the immediate future, conventional fuel will remain the front runner, followed by biofuels due to the ability of existing fleets/engines to burn them. LNG usage could also increase if orders/deliveries of new building dual-fueled vessels increase. The IEA's director, Mr Birol, said recently that he expects LNG prices to drop due to the inflow of cargoes of LNG from the US and Qatar in the upcoming year. In the years to come, we will also see more methanol dual-fueled vessels on the water, and different areas worldwide will surely develop to supply these vessels with sustainable methanol types. Ammonia will eventually join the mix after infrastructure developments and protocols have been set for the safety of bunkering procedures. Do you think that next year's FuelEU regulation will be sufficient to encourage the move to sustainable marine fuels? The reality is that we must start somewhere, and FuelEU is a solid driving factor in pushing our industry to begin incorporating alternative fuels in the energy mix. It is vital that FuelEU and EU ETS is incorporated gradually into shipping. A charge to completely eradicate emissions within the next year or so would not be reasonable, viable or achievable. This phase-in period also assists in avoiding stranded assets and global trade disruptions. To comply with FuelEU, shipowners must know each alternative marine fuel's well-to-wake (full lifecycle) greenhouse gas emissions scores, but there is a lot of confusion around these. What well-to-wake emissions would you say each fuel has? It is not a question of my own or others opinion; it is rather what can be proven with the relevant documentation, for example, from the proof of sustainability documentation that ISCC-certified suppliers can publish. This also showcases why having a proper paper trail and documentation that officially accompanies the supplies is important. If we are talking about the default values, they would be: B100 16.37 gCO2eq/MJ; B30 MGO 70.18 gCO2eq/MJ; B30 VLSFO 71.73 gCO2eq/MJ. Fossil LNG are default values based on the type of engine. For LNG Diesel DF, it is 76.13 gCO2eq/MJ. We have not yet delivered bio-LNG or bio-methanol, so we are unsure of the GHG savings. China is lagging behind Singapore in terms of biodiesel bunker (B24) sales. Do you expect Chinese biodiesel bunker demand to pick up next year? Singapore is the king of bunkering in the region and ranks as one of the largest global bunkering hubs/ports. But Hong Kong's biofuel supplies, namely B24 VLSFO, have started and have picked up. Specifically, we at Baseblue already have recurring customers who lift biofuel blends in Hong Kong. Is conventional bunker trading this year more or less competitive than last year? Conventional bunker trading this year is more competitive compared to previous years. In my opinion, this has to do with various factors. First, crude oil prices have been under pressure. Whenever prices are under pressure, smaller trading houses try to take advantage of the fewer financing needs and appear more competitive. Next, bunker trading companies have sprouted exponentially over the last few years, which is enough to increase competition. By Stefka Wechsler Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.","links":[{"rel":"article","href":"https://api.argusmedia.com/articles/2627274"}],"tags":null,"taxonomy":null,"id":2627274,"language":"en-GB","body":null},{"type":"Analysis","datePublished":"2024-11-08T22:00:28Z","headline":"Carbon intensity reg pivotal to biobunkers in 2025","summary":"New York, 8 November (Argus) — The International Maritime Organization's (IMO) carbon intensity indicator (CII) regulation will propel biofuel bunker demand in 2025 as its restrictions tighten. The CII regulation came into force in January 2023 and thus far has had a muted effect on shipowners' biofuel bunker demand. But 2025 could be a pivotal year. CII requires vessels over 5,000 gross tonnes (gt) to report their carbon intensity, which is then scored from A to E. A and B vessel scores are regarded as superior energy efficiency, while C, D and E are considered moderate to inferior scores. The scoring levels are lowered yearly by about 2pc, so a vessel with no change in CII could drop from from C to D in one year. If a vessel receives a D score three years in a row or E score the previous year, the vessel owner must submit a corrective action plan. The IMO has not established penalties or restrictions for vessels scoring D. Thus, theoretically a ship owner could have scored D in 2023 and 2024 with no consequences. Year 2025 will mark CII's third year, when ship owners whose vessels were scoring D in 2023 and 2024 will need to rethink their sustainability approach or risk getting D again and having to produce corrective actions plans in 2026. That is in addition to the ship owners whose vessels will score E in 2024. To improve its CII score, a ship owner could reduce its speed and burn low-carbon fuels, among other solutions. Biofuel is the only plug-and-play low-carbon fuel option that does not require a costly vessel retrofitting. in 2023 of the vessels 5,000 gt and over, 3,931 scored D, 1,541 scored E and 3,967 did not report scores, according to the latest IMO data ( see chart ). Assuming that the non-responders refrained from reporting to avoid sharing their low D and E scores, then the total number of D and E scoring vessels could be as high as 9,439, or 33pc of the total vessel count. The bulk of the vessels reporting D and E were dry bulk carriers at 1,853 and 641, respectively, followed by oil tankers at 743 and 349, respectively, according to IMO data. The dry bulk carrier category also had the highest number of non-responders at 1,015 vessels. The vessel classification society American Bureau of Shipping concluded that a reference case container vessel with 154,000t deadweight could see its rating improve from D to C in 2025 if it switched from burning conventional marine fuel to B25 biofuel. FuelEU, EU ETS: All bark, no bite Separately from the CII regulation, ship owners traveling in, out and within EU territorial waters will see the implementation of a new FuelEU marine regulation on 1 January and the tightening of the existing EU ETS regulation. But neither would be major driving forces behind biofuel for bunkering demand in 2025. The EU ETS will require that vessel operators pay for 70pc of their CO2 emissions next year. But even with the added cost of CO2, a B30 biofuel blend is more expensive than conventional marine fuel. In Rotterdam in October, B30 — comprised of 30pc used cooking oil methyl ester (Ucome) and 70pc very low-sulphur fuel oil (VLSFO) — with a 70pc CO2 cost added would have averaged $924/t, compared with VLSFO with added 70pc CO2 cost at $682/t, according to Argus data. In order for the EU ETS to entice ship owners to burn biofuels, at current VLSFO and Ucome prices, the price of CO2 has to rise up to $300/t. And CO2 has fluctuated from $55-$102.5/t from January 2023 to October 2024. Starting on 1 January 2025, the EU's FuelEU regulation will require that vessel fleets' lifecycle greenhouse gas intensity is capped at 89.34 grams of CO2-equivalent per megajoule (gCO2e/MJ) through 2029. For vessels which do not meet this cap, a low biofuel blend can meet the requirement. A B5 blend, comprised of 5pc Ucome and 95pc VLSFO, emits less than 89 gCO2/MJ. At this rate, albeit higher, demand for biofuels would not spike dramatically. Unlike the CII scores which apply to individual vessels, FuelEU applies to vessel pools. Different shipping companies are allowed to pool their vessels together to share compliance and meet the EU ETS emissions limits. Thus several biofuel or LNG burning vessels can compensate for the emissions generated by the majority of the older, less fuel efficient vessels burning conventional marine fuel in the pool. By Stefka Wechsler CII vessels rating Number of vessels (5,000 GT and over) Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.","links":[{"rel":"article","href":"https://api.argusmedia.com/articles/2627128"}],"tags":null,"taxonomy":null,"id":2627128,"language":"en-GB","body":null}],"itemsCursor":null}]}}},"__N_SSG":true},"page":"/[[...path]]","query":{"path":["commodities","marine-fuels"]},"buildId":"61995","assetPrefix":"https://www.argusmedia.com","isFallback":false,"isExperimentalCompile":false,"gsp":true,"locale":"en","locales":["default","en","es","zh","ru","pt","ja","fr","de"],"defaultLocale":"default","scriptLoader":[]}</script></body></html>