MEPC 81: B24 blends here to stay, for now
There was not enough support among IMO member states this week for new biofuel guidelines, which could have seen more biofuel blended into VLSFO in Singapore and other ports.
PHOTO: Vitol's chemical tanker Marine Future in Singapore is among the few bunker delivery vessels that can legally carry and supply +B25 biofuel blends. Vitol
In the lead-up to the International Maritime Organisation’s (IMO) 81st Marine Environment Protection Committee (MEPC) meeting this week, South Korea and India proposed that ocean-going bunker delivery vessels should be allowed to carry and supply bunker blends with up to 30% biofuel.
Under current IMO carriage requirements, ocean-going bunker vessels are limited to carrying bio-bunker blends of up to B25 (25% biofuel component plus 75% conventional fuel). Any biofuel blends exceeding this limit, i.e., more than B25, will have to be carried on chemical tankers instead of conventional bunker vessels (oil tankers).
In reality, bunker suppliers will typically err on the safe side of that hard B25 blending cap and try to hit a B24 blend target, which has become the most common blend in Singapore, China, the UAE, Spain and several other countries around the world.
Suppliers in the ARA, meanwhile, can supply biofuel blends ranging up to B100 (100%), as they can be transported via inland bunker barges, which are not regulated in the same way by the IMO.
At MEPC 81, the International Bunker Industry Association (IBIA) said this B25 max limit can hold back greater global adoption of biofuels in bunker blends and, therefore, the IMO’s ambition to decarbonise shipping in the short term.
India and South Korea’s proposal for interim guidance was considered by IMO member states this week, but drew insufficient backing and will be referred to a working group that will report back to a future MEPC.
This means that B24 blends will likely continue to be the norm for bunker suppliers without chemical tankers in Singapore, Fujairah, Gibraltar and other locations.
By Erik Hoffmann
Please get in touch with comments or additional info to news@engine.online
