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SPecial EDITION 2012

Bunkering SPECIAL EDITION Welcome to Dubai


l Celebrating 20 years l The way ahead l Worry over waste

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Bunkering SPECIAL EDITION Publisher: W H Robinson Editor: David Hughes ( Project Manager: Dawn Barley ( Project Consultant: Alex Corboude ( Designer: Justin Ives (

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World Bunkering Special Edition IBIA Annual Convention 2012

David Hughes

Editor’s letter


his special issue of World Bunkering for the IBIA Convention in Dubai has something of a split personality. This year marks IBIA’s 20th anniversary and we mark that with a good number of pages devoted to recalling the early years and noting the great progress made since then. Do look carefully at the photographs we have managed to assemble and then look around at Dubai. Many of the same faces will be present, although perhaps looking more distinguished with the passing of the years. This Convention is itself also another milestone as IBIA now has a new chief executive, Cliff Brand. Hopefully delegates will all get to meet him face to face but nevertheless we carry a potted history of his varied career, which includes several top posts in the maritime sector. So in many respects this is a cheerful issue, celebrating achievement. But there is no getting away from the fact we live in challenging times. The Convention’s programme covers a range of serious issues facing the industry. As I write this letter, news is coming in of the progress, or rather lack of it, made at the International Maritime Organization’s Marine Environment Protection Committee (MEPC). IBIA members will be disappointed that no decision was made on a standard procedure for port state control testing for compliance with sulphur limits. Many operators will be disconcerted by a recent case in Rotterdam where a vessel was detained for non-compliant bunkers despite having a bunker delivery note confirming compliance. Another cause for concern for many in the industry is the MEPC’s refusal to speed up a critical study into the global availability of low sulphur fuel for ships so that the results are known before it is too late for the oil refining industry to respond and invest. These issues and many others will no doubt be considered at length at what should be a constructive and thought provoking Convention.



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IBIA Reports

Editor’s Letter


Chairman’s Introduction


Chief Executive’s Report


Welcome to Dubai




Chairman's recollections


IBIA 20th




Special Features

The way forward


Sohar interview


Setting the scene



Geographical Focus

Middle East




Saudi Arabia




Russian news round-up




Legal News









Steering through troubled waters

Chairman Nigel Draffin explains how IBIA is meeting the challenges it faces and how it has become the go-to organisation for other shipping bodies.


am writing this article after spending a relaxing holiday on Tobago, an Island with no discernible bunker industry participation (gasoil by RTW only). The future diary is looking rather full. I shall be lecturing in Oxford, where the first day of that course is the IBIA one-day basic course presented by two IBIA members, while the remainder of the course benefits from the experience of four IBIA council or board members. I will also be attending the INTERTANKO bunker sub-committee next week as the IBIA delegate before shuffling off to SIBCON, where a number of board members will be presenting and where the secretariat and IBIA Asia will be flying the flag. All of this is in preparation for our Convention in Dubai in November.

Members’ interests

As an association, we try to ensure that members’ interests and concerns are fairly represented to the widest audience and that “difficult” issues are debated openly. It is a matter of some regret that many of these issues are long standing and were one of the reasons for the foundation of the association so many years ago. In many instances, we, the founding fathers of IBIA, thought we had discovered novel or radical solutions, only to find on further investigations that the original difficulty was much more complex than we had first thought. One of the main reasons for these “investigations” was a result of our own internal and external debates and without these we would never have reached the level of understanding that we now have. Education, qualifications, buyer and seller trust, measurement

World Bunkering Special Edition IBIA Annual Convention 2012

difficulties and quality assurance remain at the top of the agenda and we are approaching valid conclusions and a forward plan in at least three of these issues. Qualifications and buyer/seller trust remain obstinately unresolved and I hope that when we have the new Chief Executive in post, he will use his skills and experience to steer us towards robust and realistic outcomes. Organisation of choice

IBIA is providing the conference chairman and keynote speaker for the Platts Mediterranean bunker conference in Barcelona in early December and the chairman of the first day of the Small Scale LNG bunkering conference in Amsterdam later Nigel Draffin in the month. These and other external requests demonstrate that we are the organisation that a large number of bodies come to when they want to ensure that their particular sector is understood and recognised by the market place. The Board Development Committee will soon be considering this year’s nominations for election to the board in 2013 and it will not be long before it is time to start thinking about candidates for the 2014 elections. The board needs a constant flow of new talent and new ideas to keep the association vibrant so if you want to put your name forward or you wish to propose another member for the board, please respond to the next call for nominations which will be made by the secretariat in mid-2013. By the time you read this, our new Chief Executive should be in post and I hope that you have an opportunity to meet him in Dubai. The board is delighted with the appointment and we see it as the start of the next 20 years of IBIA’s mission to make the world of bunkers and bunkering a better place for all concerned.


CEO report

A thriving community

As Acting Chief Executive Trevor Harrison steps down, he looks back on his time in the role. New Chief Executive

The future

The most exciting news is that by This should be my final report as Acting the time you read this our new Chief Chief Executive. I have had 15 fascinating Executive should be in post. The Board months, filled to excess with activities Development Committee has had the events, opportunities and fun. I underdifficult but rewarding task of selecting a took the role on the basis it would winner from a pool of outstanding canoccupy me one day a week for three or didates. From the 60 original applicants, four months; the reality was that it lasted we invited nine for interview at the five times longer and the one day per Baltic Exchange in London at the end of week turned out to be closer to three. August. From these, we shortlisted four Whether it has it been worth the time outstanding individuals for a second and effort will be for others to judge, but interview in early September, which led I have no doubt that over the past year to a unanimous choice. the board has worked together in a The new Chief Executive, Captain spirit of co-operation and friendship that Cliff Brand, is a master mariner of 20 could not have been bettered. There is a years’ seagoing experience; he has also powerful sense pervading all the board’s worked as a marine superintendent, for Trevor Harrison, Acting Chief Executive activities that it is our responsibility to the UK Maritime and Coastguard Agency make IBIA work, grow and thrive. We as an accident investigator, running a are better informed and more closely major UK ports cluster as Harbour Master and, most recently, workengaged in the association’s activities than we have been for many ing full-time for a large firm of marine consultants in London. years and IBIA is consequently stronger and more purposeful than ever. Long may this sense of enthusiasm and purpose prevail. Board meetings I have no doubt that our incoming Chief Executive will be Historically, the board has met four times per year: on the day of the well-placed to build on the goodwill and enthusiasm that I have annual dinner in February; in April at the start of IBIA’s financial year; experienced in all my dealings with the board and the secretariat. in July; and at the annual convention, which is now regularly held in I am grateful to all of them for the support they have given me in November. The irregular historical pattern seemed to have little to my temporary role and I am looking forward to resuming my place commend it and the board has now agreed that it will meet three as an ordinary board member as we take IBIA into the next 20 years times a year: on the day of the dinner in February; in late June; and of its existence. in November at the convention. This produces a roughly even spread Finally, therefore, I must express my deeply felt personal thanks to across the year and will produce a worthwhile cost-saving. Charlotte Egan and Chanette Roughton in Southampton, Fook Sing The reduction in meeting time has been more than offset by Kwok in Singapore, Kam Wah Chong as my fellow director of IBIA the introduction of monthly informal board telephone conference (Asia), Bob Lintott and Nigel Draffin as successive chairmen, and all calls and pre-board meeting discussion sessions, both of which the board members this year and last, without all of whose efforts provide ample opportunity for wide-ranging discussion, which in I would not have been able to come anywhere close to fulfilling my turn enables board meetings to be shorter and more business-like role and without whom there would be no IBIA. without any loss of opportunity for opinions to be expressed and For more information, tel: +44(0)20 3397 3850 issues debated.

World Bunkering Special Edition IBIA Annual Convention 2012


convention news

Welcome to Dubai

IBIA’s 2012 20th Anniversary Convention looks set to be one to remember.


t is unlikely that attending this year’s Convention will be the first visit to Dubai for many IBIA members, such is its importance in international commerce in general and shipping in particular. Nevertheless most, even if they have been to the emirate many times before, still find new and breathtaking aspects of this incredibly dynamic city. Dubai is the name of both the city and also the emirate with the largest population and the second-largest land area of the emirates making up United Arab Emirates (UAE).

This year’s Convention venue, the Jumeirah Emirates Towers, is situated in the heart of Dubai alongside Sheikh Zayed Road, a few minutes walk from the Dubai Metro Station and just a short drive away from pristine beaches. But don’t wander off too far, at least not until the Convention is over. This year’s gathering covers a lot of weighty issues, as well as marking IBIA’s 20th anniversary. From sulphur regulations to fuel quality, credit worthiness to CO2 reduction, the big topics are here. For a background on some of the topics covered. See page 26.

Early settlers


While it is known there was a settlement in Dubai back in 1095 and a town on the site of the today’s city in 1799, modern Dubai really traces its history back to 1833 when Sheikh Maktoum bin Buti al Maktoum and 800 members of the Bani Yas tribe moved to the area by the Dubai Creek. From 1892 to 1971 Dubai was a UK protectorate. In the early 1970s, Dubai and six other emirates came together as the UAE. The discovery of oil, albeit in modest amounts compared to neighbouring countries, helped give impetus to the development of Dubai as a global city and a business hub with an economy mainly based on tourism, real estate, and financial services. While temporarily hit hard in the post-2008 downturn, Dubai’s development continues, typified by the world’s tallest building, Burj Khalifa, now the magnificent centrepiece of downtown Dubai. The tower is surrounded by hotels, shopping malls and what is described as a “world of entertainment options”.

As ever at IBIA conventions, the speaker sessions are interspersed with social activities and opportunities for networking, starting with a networking welcome reception at the Jumeirah Emirates Towers’ Clique Bar – a night of champagne, canapés and shisha set against Dubai’s imposing skyline. On Wednesday evening, we all adjourn to the Jumeirah Beach Hotel/Sunset Beach Garden for a Networking Cocktail Reception & Gala BBQ to celebrating IBIA’s first 20 years. The IBIA secretariat tells us to expect “Arabian enchantment and exquisite views of the Burj Al Arab”. There will a be final chance to exchange views and business cards at Thursday’s Farewell Lunch. That will be followed by a tour of Jebel Ali port – expect to be impressed. So, get ready for an action-packed and enjoyable few days.


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World Bunkering Special Edition IBIA Annual Convention 2012




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Meet our new CEO

With 27 years in the industry, Captain Cliff Brand is looking forward to his new role at IBIA – and meeting as many members as possible in person at the Dubai Convention.


BIA has appointed Captain Cliff Brand as its new Chief Executive. A former head of the Gibraltar Maritime Administration, Brand’s 27-year career in the shipping industry has encompassed a wide range of roles, including 12 years at sea, accident investigator and harbour master. He took up his new appointment on 24 October, replacing IBIA board member and maritime arbitrator Trevor Harrison, who took on the part-time role of Acting Chief Executive on an interim basis after the resignation of its previous Chief Executive last year. Welcoming Brand’s appointment, IBIA Chairman Nigel Draffin said: “Cliff Brand brings a huge range of experience to IBIA and will be instrumental in developing and servicing a membership that represents all sectors of the marine fuel business. We are delighted to have him aboard. IBIA is extremely grateful to Trevor Harrison for his hard work and dedication as interim chief executive over the past year. ” Brand began his career as an officer cadet in the deep-water fishing industry and subsequently spent 12 years in the Merchant Navy, progressing to master aboard AHTS and other specialist vessels in the offshore oil and gas industry. This was followed by a period ashore as a ship superintendent before joining the UK’s Marine Accident Investigation Branch as an accident investigator. During his time at the MAIB, he was responsible for investigating a number of high-profile accidents, many involving loss of life. During the same period, he obtained a BSc honour’s degree in shipping operations, as well as a diploma in marine surveying. In 2004, he took up the post of Maritime Administrator for the government of Gibraltar, where he was head of the Gibraltar Maritime

World Bunkering Special Edition IBIA Annual Convention 2012

Administration. During his two-year tenure, he was responsible for the substantial growth of registered tonnage on the Gibraltar Ship Register, as well as Paris MOU “White List” status recognition. He was also involved with the IMO. Brand’s next job was as Chief Executive and Harbour Master of the Gibraltar Port Authority where, in addition to running a port that is also one of the world’s larger bunkering hubs, he was involved extensively in the salvage of a high-profile marine casualty. In 2008, he returned to the UK to take up the post of Harbour Master and Marine Manager for Harwich Haven Authority As well as working with the bunker industry in Gibraltar, Brand has several years’ experience dealing with shipowners Captain Cliff Brand and bunker suppliers He has also overseen and contributed to international legislation affecting both bunkering and STS operations. Since his return to the UK, he has obtained an MBA in shipping and logistics and has been engaged in marine consultancy with a major London firm. Brand is also a Fellow of the Nautical Institute, a Younger Brother of Trinity House and has always had a very keen interest in maritime safety, flag state affairs and the shipping industry in general. He says that he is looking forward to his new role as Chief Executive of IBIA and having the opportunity to get to know and understand members’ needs and concerns in taking the organisation forward at such a pivotal time for the bunkering industry. “Representing interests from across the entire marine fuels industry at the highest level is a hugely exciting challenge. With new legislation driving so many fundamental changes, there are many challenges ahead for the bunker industry. I look forward to making contact with members and developing the association, ” he says.


Early years

IBIA: the early years

Chairman Nigel Draffin looks back on IBIA’s trail-blazing beginnings – and sense of fun.


n 1992, Doug Barrow, manager of the UK office of a bunker trading company, asked me if I would be interested in helping to start an industry association that would provide a platform for both buyers and sellers of bunkers. At that time, I was working for the shipping section of an oil major as its bunker buyer. I liked the idea and got permission from senior management to participate. I attended an initial meeting with 11 others from across the industry in a room at a hotel in London. In some ways, it was a strange meeting: my employer had told me that I could participate as long as I did not become publically involved with issues beyond education, safety and the environment. Another participant from another oil major was allowed to participate with similar guidelines, but his company’s lawyers insisted that an anti-trust statement must be read out at the start of any meetings. So we commenced with Jonathan Lux reading an antitrust statement and Bob Thornton and I constrained to discussing motherhood and apple pie. Huge attendance

From those early discussions, we realised we were on to something and each participant took on different roles within the “steering group”: I was Safety; Bob was Environment. Our launch, at the first convention at Orlando (“You are going to a bunker convention at Disneyland? You can’t be serious!”) was a revelation: huge attendance, superb contributions from the floor, great social programme – we knew we were on to a winner. In 1995, the IBIA convention returned to the US, this time to New Orleans. For the first time, the event was planned, organised and run by IBIA members, with the help of local “fixer” Clarence Dinkler the Third. The event was a great success, but after everyone went home we realised that our reliance on volunteer members would have to be replaced in part by a paid secretariat. Up until that time, everything was done on a shoestring with all


council members involved in the nuts and bolts of administration, stuffing envelopes and chasing subscriptions and sponsorship. One abiding memory of that convention was a group of delegates gathering in a meeting room with a TV and a video player to watch the Rugby World Cup match between England and Australia at 7:00 in the morning. One member, John Thompson of Gibson’s had the foresight to have his cooked breakfast delivered to the room while we watched the match, much to the envy of the rest of us. Ethical compass

We sang songs and partied hard, persuading a member of another conference at the hotel (on Coin Operated Laundromats) to join IBIA as “You guys have so much fun”. I also remember our “question time” session where, when asked if they would encourage a son or daughter to join the bunker industry, one panel member said he would not, as he felt the business was losing its ethical compass. Hopefully, our organisation is helping to recover that position. In Dubai in 1999, a highlight was the wonderful party at the Dubai Aero Club with music and dancing, followed by more impromptu singing in the roof top bar of the hotel by at least 40 of the participants well after midnight. The following year, our guest speaker at the IBIA dinner (Jim Bellew) announced the nominees for the IBIA convention dancing competition. Although we were both nominated, Angus Ogilvie and I were disappointed to see the award go to Corinna Cresswell – we felt our energy, commitment, sweat and undoubted style was trumped by the fact that Corinna was female and still in as new condition! It is amazing to see how the association has developed and grown over 20 years. We have established IBIA as the people to go to when anyone needs to know something about our industry. We do not shy away from difficult topics – and we still have tremendous fun when we party. Just look at us now!

World Bunkering Special Edition IBIA Annual Convention 2012

Early years Angus Ogilvie, Maria Tierney, Doug Barrow and others at the bar of the Royal Sonesta, New Orleans 1995. Bunker buyers and brokers at the Olde Mitre, London,1992

Breakfast meeting Doug Barrow, John Thompson, Paul Dyke, David Peart Paul Burrows and John MacFarlane sometime in the early years

New bunker industry reporters Bill Eaton and Llewellwyn Bankes Hughes, New Orleans 1995

Maria Tierney and Angus Ogilvie dancing, New Orleans 1995)

Goris Vermeulen (Frisol) and Doug Barrow (New Orleans 1995)

World Bunkering Special Edition IBIA Annual Convention 2012

David Peart, Mrs Peart and Ivar Tonnesen, New Orleans, 1995

Shipping “Its a knock out” - The bunker team came 2nd out of 12, London 1994

More at the bar in New Orleans – Including Graeme Furze, hiding at the back


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IBIA recollections

In the beginning

IBIA’s first chairman, Doug Barrow, remembers how it all started.


onday 29th June 1992 was a warm, early summer day. Stuart Kenner of MRC and I, working then for Maxcom, having finished a meeting, retired to a riverside hostelry to put the world to rights, especially the bunker industry. There existed no cohesive body addressing the issues of our industry, particularly those relating to the quality and quantity of bunkers delivered and the creditworthiness of buyers. There had been some attempts to form single sided industry bodies to consider these issues, but they had failed and we took the decision that evening by the tranquil waters of the Thames, to try and form a bunker industry body. We knew we would need the support of the whole industry and managed to convene the first exploratory meeting on 27th Oct 1992 with seven players, all covering their own costs so as to avoid any concerns of unfair market practices! It was agreed we needed get the views and support from across the globe and all sectors of the industry if this idea was to work. A second, slightly larger meeting was held on 9th December 1992 and the company was officially formed on 29th January 1993 – seven months from conception to birth! Having agreed on the need for an industry body, some of those early considerations included the type of association. Should we have two separate bodies representing buyers and sellers? Should it be a national UK body, or was there a desire for an international body? What would be the aims of the association? How would it be funded? Who would run it? What would it be called? The name was chosen, but there were two alternative views on the meaning of our acronym IBIA. One was “In Barrow’s Interests Alone”! The first formal meeting of the Steering Group of 23 participants was held on 16th February 1993. There was representation from the UK, Norway, USA, The Netherlands and Singapore; from majors and traders, brokers and buyers, suppliers and surveyors as well as barge operators, lawyers, credit analysts and insurers. We soon expanded that group to 25 with inclusion of representation from South America.

World Bunkering Special Edition IBIA Annual Convention 2012

Having formed IBIA, decided on its objectives, aims and structure, it was time to for the global launch which took place at a conference in Orlando 10-12 May 1993. Having been Chairman of the Steering Group, I had the honour of being appointed the first Chairman of IBIA, a role I enjoyed immensely until handing over to Antonio Cosulich in Malta in May 1996. Sadly, some of those who were involved in the early days of forming IBIA, are no longer with us, many have retired or left the industry, but many are still active and it is with great satisfaction to know that the decisions taken that summer evening in 1992 seem to have been on the right track. The bunker industry has reached maturity. It now has a globally respected body to represent the industry and it has been particularly successful in increasing the levels of education and awareness within the industry. It has taken the hard work, dedication and enthusiasm of volunteers from the industry as well as employees to have a body that has “made a difference” over the last 20 years. It has had its ups and downs, but, in my view, it has worked. I am proud to still have membership number 1 and the other alternative view of our acronym was “I Believe In Action”! I still do, and, whilst in Shanghai this month, I had the pleasure of talking to representatives from the Chinese bunkers supply market who are looking at how they may work collectively to improve their market – I hope they will join IBIA one day. Antonio Cosulich takes up the story

It was sunny, windy and dry on the island of Malta during the last days of May in the year 1996. An IBIA conference was on; members attending were not too numerous, but very keen , and we were having an interesting time; at a certain point Doug Barrow took me on the side and told me that he was thinking to propose me as the next chairman of IBIA. I was shocked and surprised. Me? An Italian? I fought back but Doug won and my adventure as the second chairman was started. It wasn’t simple, Doug had been an enthusiastic driving force for the association and to maintain such an allure was a daunting job.


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But I put myself down to work to the best of my knowledge and capacity. IBIA was, in those days, much smaller and simpler then what it is today; I still remember the meetings with Ivar Tonnesen, who was then our vice chairman (and later became our chariman), David Peart, Treasurer, Doug Barrow and myself, all of us sitting with Susan Hill, who was then our beloved and never forgotten secretary of IBIA, in her kitchen discussing the future of IBIA or the battles with or, better against, Mr Skundberg on the subject of our participation to the Oslo conferences.

Two intense and enthusiastic years spent trying to develop our various working groups: my principal concern and objective was, in those days, education, and I am happy to see that, still today, its rating is still very high. Many other goals have been achieved in these years; to be completely honest however, in those days I could not dream that our association would achieve what it has by taking our views to international forums like the IMO, the European Commission etc. These achievements, whenever they come to my mind, give me immense satisfaction.

Shaking hands “Antonio Cosulich and Doug Barrow�

4 people Doug Barrow and Frank Zammit left with Maltese Prime Minister Eddie Fenech Adami

Large group Delegates at the 96 Malta Conference

Council meeting May 96

World Bunkering Special Edition IBIA Annual Convention 2012


The way forward

Future perfect?

Acting Chief Executive Trevor Harrison sets out his personal vision of what IBIA’s future might look like.


ne of the great things about looking into the future is that no-one can prove you wrong until after the event. On the other hand, years later, rash or wildly optimistic words can return to haunt you! So, with that thought in mind, where do I see IBIA heading over the next 20 years? In the course of the past 18 months, IBIA’s elected board has spent many hours in discussion, reflecting on past achievements and contemplating strategies for the future. It has been interesting and illuminating, with many differences of opinion, always expressed, received and debated with friendly courtesy, but nonetheless subject to rigorous and penetrating analysis. You might reasonably anticipate that achieving consensus among the 11 strong-minded individuals sitting round the boardroom table would be a difficult task, but the reality has been pleasantly different.

• Geographically, membership will grow most strongly in the Asia-


On the basis of the board members’ discussions, both formal and informal, here are a few prophecies for which I alone am responsible: • Over the next two or three years, IBIA will see its membership grow from around the 600 mark to somewhere above 1,000. • Most of the membership growth by sector will be from those who represent consumer interests, predominantly shipowners and timecharterers. They have always been strongly represented at board and chairman level and will increasingly feature as both corporate and individual members, helping dispel the myth that IBIA is, or has ever been, a suppliers’ organisation.


Pacific region, reflecting the steady shift of commercial power and influence away from the northern and western hemispheres towards their southern and eastern counterparts. Through an increased number of membership subscriptions and other activities, IBIA’s income will grow sufficiently to allow it to commit more resources to its lobbying and research activities, enabling the voice of the bunker industry to speak with greater volume and greater authority at the IMO, when dealing with regional and national governments and when discussing issues with other interest groups. Increased income will also enable a higher level of investment in the advice and information services available to members. This will lead to IBIA being a natural first point of reference for anything to do with bunkers and bunkering. Education, one of IBIA’s core activities, will grow from the provision of a small number of well-received training courses into a major part of the association’s activities. In some places where the demand exists – Singapore for example – IBIA will continue to provide training courses targeted at particular local needs and will no doubt continue to run its general bunkering courses whenever and wherever requested. However, the big change will be the introduction of formal qualifications in bunkering, akin to those of other comparable industries, of which the most obvious parallel is shipbroking. Related to the introduction of IBIA qualifications will be the development of new categories of individual membership. There could be entry level as an associate progressing, on passing a basic bunkering qualification, to member and aspiring in due course, after obtaining the

World Bunkering Special Edition IBIA Annual Convention 2012

advanced bunkering qualification and demonstrating sufficient practical experience and knowledge, to achieving the status of fellow. • With the introduction of qualifications for individuals could come the development of codes of practice and service for corporate members and the establishing of ethical standards for members in all categories but any such development would come at a cost. There is no point in having standards if they are not enforceable, but supervision and enforcement require resources. This might all be a step too far for the majority of members – we shall see. • IBIA already has two regional branches, centred in Singapore and South Africa. There is an obvious opportunity for a branch covering the Americas and perhaps there should be a fourth branch, distinct from the UK-based secretariat, to serve the needs of Europe and the Mediterranean. In time, the growth of the regions might lead to IBIA adopting a federal structure, with the main board and secretariat operating largely in a supervisory and advisory role and most of IBIA’s activities being undertaken in the regions. These are little more than one person’s thoughts, while IBIA on the other hand is an organisation that represents, supports and strives to promote and protect the interests of its hundreds of members.

World Bunkering Special Edition IBIA Annual Convention 2012

Whether you agree or disagree with what I have written, let your voice be heard – share your views and help the next 20 years be as rewarding as the first 20 years. Complications

What is clear and certainly no mere prophecy is that the world of bunkers and bunkering will continue to grow ever more complicated; environmental and commercial pressures will lead to increasingly complex operations and practices, both on board ships and ashore. The depth and mix of skills required to be an effective operator in the world of marine fuels, whether the source be liquid, gaseous, solid or even nuclear, solar or wind derived, will be significantly greater in 20 years’ time than at present. The need for IBIA as a pan-industry body to represent interests and set standards can therefore only grow in importance. So, with that thought in mind, let us all celebrate our achievements to date and declare our enthusiasm and determination to make a valuable contribution to the future. Trevor Harrison Elected Board Member and (at the time of writing but hopefully not by the time you read this) Acting Chief Executive



Sohar so good

The Omani port of Sohar may be the new kid on the Middle Eastern block, but it has already taken full advantage of its strategic location, as its Executive Commercial Manager, Edwin Lammers, explains to David Hughes.


man has the advantage of both being very close to the Gulf and its concentration of maritime trade, and at the same having an Indian Ocean coastline. Until fairly recently, however, the north of the country – closest by road to the business centres of the UAE – did not have a large commercial port. It certainly does now. I talked to its Executive Commercial Manager, Edwin Lammers, about why the port was built and what has driven its subsequent development.

Why was it decided to build the port?

“In 2002 a joint venture was established between Port of Rotterdam and the Omani government to create a new economic hub in the region. The country’s vision is to develop new economic sectors that will be, in the long run, less dependent on the oil and gas revenues. Besides that, as Sohar is located in a largely populated area, the government puts strong efforts in creating jobs for the young workforce in the region. The port’s construction had already started in the late 90’s, but it is was found that a strategic partner was needed to actually develop the port. With Port of Rotterdam, this partner was found and the start of the clustering of the industrial-orientated port was initiated shortly after the inception of the JV Company.”

To what extent is Sohar’s location outside the Strait of Hormuz a strategic advantage in both commercial and geo-political terms?

“The strategic location outside the Strait of Hormuz is one of the key unique selling points. Together with the available and upcoming


multi-modal infrastructure, it offers an excellent opportunity for traders and shipping lines to serve their customers without having to enter the Gulf itself. “Sohar is located only two to three hours’ drive from large consumer areas including Dubai, Abu Dhabi and Muscat. It goes without saying that this strong point is noted in the current times of tensions around the entry to the Gulf. Many shipping lines and local producers are seeking – and have actually started using – alternative locations on the Sea of Oman and Indian Ocean. “Due to Sohar’s access to good land and sea roads, it is considered one of the main alternatives, not only for the transport of goods, but also for marine services such as bunkering, crew change and STS operations. Being close to the major shipping lines, with less deviation time than towards traditional marine service areas in the UAE, the uncongested Port of Sohar is an attractive stop for these services.”

What is the main commercial activity at Sohar Port and what volumes are being handled?

“The Port consists of two main clusters. In order to optimise land utilisation, Port of Rotterdam introduced the cluster principle, meaning that after identification of strong potential areas, the infrastructure is set up as such that industries are located in dedicated clusters. For Sohar, it was determined that the two areas of biggest potential are the petrochemical sector and the steel/mineral sector. “While the first part seems a logical conclusion based on the country’s natural resources, the second part was based on intensive studies done in the beginning of the development. It was recognised that the region has a large deficit of steel production, but a great need for it over the years. The development of a local steel sector

World Bunkering Special Edition IBIA Annual Convention 2012

therefore became a successful initiation for Port of Sohar. Two large well-respected players, Vale from Brazil and Jindal from India, have proved Sohar can fulfil the regional hub role, not only for containers, but also for the steel and petrochemical industries.” “The port is celebrating its 10th anniversary this year by continuing the double digit growth it has achieved from the start. This year, the cargo throughput figures estimate that a total volume of approximately 40 million tonnes will be reached. The main contributors to these figures are the liquid bulk handling (approximately 15 million tonnes) and the dry bulk handling (approximately 21 million tonnes).

shipping led to fiercer competition in the region?

How important is bunkering to Sohar?

What plans are being made for Sohar’s future development?

‘It is critically important that Port of Sohar can provide bunkering services. It attracts non-captive ships to come to the ports’ perimeters and take the required services. This offers a larger volume base for the service providers in the port. “With the resulting economy of scale, the captive port users benefit from competitive service charges resulting indirectly in costs reductions for the supply chain in Oman. As an additional benefit, the local economy benefits from the auxiliary services of providing ship supplies, provisions and receiving seafarers in the local markets and malls.”

To what extent does Sohar Port see itself in direct competition with Fujairah? Has the recent downturn in

“A port development is a strategic infrastructure for a country. It is therefore important to continue short term developments on the basis of a long term vision. For that reason, Port of Sohar has a Vision 2030, but is also at this moment taking strong decisions to further increase the port capacity. “This has not only been shown by the 2013 plans for the construction of a new liquid jetty and the reclamation of an additional 130 hectares of land, but is evident in the expansion next year in tug and pilotage services and the expansions for the container terminal and general cargo terminal. “Although the additional volume resulting from the closure of Muscat port can easily be accommodated on the existing terminals, port development also requires strategic longer term planning to cope timely with future growth.”

World Bunkering Special Edition IBIA Annual Convention 2012


“It is evident that Fujairah is the Goliath in the region with respect to marine services. Port of Sohar is not aiming to take over this position, but wants to bring additional quality services to the portfolio. Our vision is to be a world-class port and our highly reputable shareholders demand the same from us. We have therefore put strict license conditions to the service providers in the port and monitor the operations closely to verify their adherence to these conditions. “Port of Sohar is an attractive location and is is therefore possible to convince owners that seek uncongested and high standard servicing of their vessels to deviate from Fujairah to Sohar.”


Energy of Growth • High quality ISO 8217-2010 bunker fuel • Quality control from oil refinery plant to end user • Flexible prices • Main Sea Ports of operations: St. Petersburg, Kaliningrad, Murmansk, Archangelsk, Primorsk, Ust-Luga,Novorossisk, Tuapse, Port Kavkaz, Taman, Nakhodka, Vladivostok, Vostochnyi, Kozmino and Sakhalin island • Main River Ports of operations: Moscow, Yaroslavl, Kazan, Samara, Volgograd, Rostov-on-Don, Astrakhan, Azov, Ust-Kut, Nizhniy Novgorod • International ports: Tallin, Riga, Klaipeda, Rostok, Constanta

Setting the scene

Entering a new age

From carbon reduction to the use of LNG, David Hughes takes a look at some of the issues that will come under consideration at the Dubai Convention.


he theme for this year’s Convention is “Looking over the horizon – strategies to 2030”. Topics include, among several other important issues, “Innovation v availability – who will start first?” and “Is LNG a realistic viable alternative?”. The first of these topics leads us to look at some fundamental issues. In the short term, the industry needs to adapt to the requirement to drastically lower sulphur and certain other emissions. Increasingly, though, the need to reduce carbon emissions is being recognised as the big issue for the industry. That is not to say the challenge of meeting the sulphur limits can be dismissed. At the recent International Chamber of Shipping conference, the managing director of the Finnish Shipowners’ Association, Olof Widen, gave a pessimistic view of the effects of increasingly strict sulphur regulations. In a speech on compliance with low sulphur fuel – problems in the Baltic and North Sea ECAs, he observed that while bunkers have been a low value by-product, in 2015 there could be strong competition for light products between shipping and road transport. He asked if there was any move to converting refineries for distillates production or for heavy fuel desulphurisation installations and said the answer was no. According to Widen, ensuring the global availability of 0.5% sulphur fuel in 2020/2025 seemed to be the oil industry’s main concern because of the magnitude of volume and investments required. He noted that estimates of the amount required in 2020/2025 range from 380m to 400m tonnes. Widen’s main concern, however, was the impact of the 1 January 2015 reduction of the ECA Sulphur Limit, from 1.0% to 0.10%. He ran through the alternatives open to owners, non of which, in his view, were attractive. Changing fuel from fuel oil to diesel would be expensive. The option of switching to LNG was limited by a lack of bunkering infrastructure. The of use of bio fuel was a possibility, but availability


was “very marginal”. Widen was also not optimistic about exhaust gas cleaning, noting that ongoing pilot projects with scrubber installations were having problems, especially regarding wash water in the brackish waters of the Baltic. There will almost certainly be some other views aired at the IBIA convention on the feasibility of alternatives. Nevertheless, Widen’s conclusion that ships complying with the new regulations will have an interesting market situation in the ECAs from 2015 seems reasonable given the short amount of time left. He then asked, and left open, three questions: Will ships trading in the North European ECAs 2015-2020 have an advantage on the global market when the 0.5% limit comes into force? Will the price difference between diesel and fuel oil diminish in 2015-2020? Will there be a reversed globalisation after 2020? That third question caused some discussion at the ICS conference and was followed by a presentation by environment campaigner Jonathon Porrit of the Sustainable Shipping initiative, which made clear that new thinking would be required over the coming decades He told the conference: “The age of easy oil is over. Crude prices have shifted fundamentally, with increasing volatility and uncertainty. The view that there could be a production peak or even decline as early as 2020 is entering the mainstream.” He added that volatile oil prices and insecure supply would present a significant challenge to shipping and the wider economy. Porritt warned that, as climate change gathered pace, there would be increased pressure for shipping to be included in regional and global regimes to reduce greenhouse gas emissions. He cautioned too that price and regulatory uncertainty could undermine investment decision making. He said that strong leadership was required to prevent uncertainty leading to inaction. The real problem facing the planet, according to Porritt is the potential future global warming if we “carry on releasing CO2 into

World Bunkering Special Edition IBIA Annual Convention 2012

the atmosphere at rates anything like we currently do”. His conclusion will come as a shock to the industry. Porritt said that the various targets for CO2 reduction that shipping is currently struggling towards would eventually prove “irrelevant” as the industry would have to be 95% de-carbonised by 2050 as part of global efforts to prevent global warming reaching dangerous levels. Will LNG be the answer?

The use of liquefied natural gas (LNG) as a marine fuel is now an established fact. Commercial vessels powered by LNG in northern Europe, the US and elsewhere are now in service and the facilities for bunkering with LNG are starting to be established at major shipping hubs. Earlier this year, the Maritime and Port Authority of Singapore (MPA) established a Joint Industry Project (JIP) to investigate the possibility of LNG bunkering in Singapore. The JIP is managed by Norwegian classification society det Norske Veritas (DNV) which has long been a keen promoter of the concept of using LNG to fuel containerships. In Europe, Marquard & Bahls’ subsidiary Bomin and technology company Linde have announced that they plan to set up a joint venture to build an LNG infrastructure for the maritime sector. The two companies said: “The new joint venture will set out to establish an LNG supply chain and to provide reliable, safe and environmentally friendly fuel to ship owners and operators. Bomin and Linde will bring in their respective know-how and experiences in the field of LNG. Linde will contribute its vast experience in cryogenics and its best-in-class engineering know-how, while Bomin will support the joint venture with its excellent track record in maritime bunker fuel trading and operations.” The plan is to establish operations in a number of key ports throughout the so-called “emission control areas” (ECAs) in North-West Europe. The partners in the venture said: “In particular

compared to conventional heavy fuel oil, LNG offers close to 100% reduction of emissions in sulphur and particulate matter, an 80-85% reduction of nitrogen oxides (NOx) and 20-25%t less CO2 emissions. The use of LNG as a solution for meeting the increasingly strict regulations requires a network of LNG storage facilities to be set up for the bunkering of vessels in main European harbours.” Meanwhile, the number of ships using LNG is increasing and the areas of operation are expanding worldwide. For example, China’s state-owned China National Offshore Oil Corp (CNOOC) is building the first two in a planned series of LNG-fuelled tugs, each fitted with two 6-cylinder Wartsila 34DF in line dual-fuel engines. CNOOC says that the low emission levels made possible by using LNG are particularly beneficial for vessels operating close to population centres, while the high fuel efficiency enables lower operating costs. These 6,500 bhp tugs will operate along China’s coastline, and will be fuelled from the company’s own bunkering terminals. The classification societies have been developing rules for LNGpowered ships. ClassNK recently issued guidelines on the safety aspects of the using LNG for propulsion and auxiliary engines. The new ClassNK guidelines provide comprehensive information on key design features including bunkering, hull structure, fire safety, and explosion prevention measures. “One of our most important missions as a classification society is to help ensure the safety of shipping as the industry looks to ways in which it can reduce its carbon footprint,” said ClassNK chairman and president Noboru Ueda. The class society notes in a statement: “As regulations curbing atmospheric pollution and greenhouse gas emissions grow stricter amid stronger calls for a greener shipping industry, attention is turning to the potential of natural gas as a cleaner alternative to liquid fuel oil.” It adds that LNG is widely used on vessels designed

Viking Line is due to take delivery of an LNG-powered ferry next year

World Bunkering Special Edition IBIA Annual Convention 2012


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Soaring S H bunker I P P I N G costs M A G have A Z I N E helped push liner companies into the red


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Shipowner/operators carbon management strategies Fuel markets New technologies Key environmental issues

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Soaring bunker costs have helped push liner companies into the red

Soaring bunker costs have helped push liner companies into the red

Soaring bunker costs have helped push liner companies into the red

& more

 08/10/2012 16:32

convention news

to transport the commodity and has started to be introduced on other types of ships. Around 30 vessels, including many Norwegian ferries and offshore support ships in the North Sea, are powered by LNG, with take-up of the fuel expected to increase in the near future. Meanwhile, what is claimed to be one of the world’s most environmentally friendly cruise ferries – due to be delivered to Viking Line in 2013 – is being built in Finland at the STX Yard in Turku. The new cruise ferry, a 214 metre vessel with a top speed of 22 knots, will have the capacity to carry 2,800 passengers and will serve the route connecting Turku, Finland and Stockholm, Sweden. The new generation ferry will use LNG as fuel. This will be a first for a passenger vessel of this size. In another initiative, the Great Lakes Maritime Research Institute (GLMRI) is to study the the potential for converting steam powered Great Lakes bulk carriers to operate on LNG. The research will be part of a wider programme under a five-year co-operative agreement with the US Department of Transportation, Maritime Administration (MARAD), to address environmental issues that face shipping and marine transportation. While there is clearly a lot of enthusiasm in parts of the industry for LNG, a recent report by Lloyd’s Register (LR) puts current initiatives into some perspective. It says that global acceptance of LNG as a marine fuel will depend on pricing. LR’s 2011-12 study on LNG bunkering and newbuilding demand for deep-sea shipping has taken 12 months of research and analysis. It does suggest some owners would be wise to consider fuel flexibility. The study’s best-case scenario predicted that by 2025, there could be 653 deep-sea, LNG-fuelled ships in service, consuming 24 million tonnes of LNG annually. These ships are most likely to be containerships, cruise vessels or oil tankers. When the study modelled relatively cheap LNG – for example, 25% lower than current market prices – the projected number of LNG-fuelled ships rose to approximately 1,960 units in 2025. If the cost of LNG increased 25% against current prices, the model found that hardly any new LNG-powered tonnage would hit the water. To put these numbers in perspective, the UNCTAD Review of Maritime Transport 2011 notes that in January last year there were 103,392 seagoing ships in service. In other words, the LR’s “optimistic” scenario is that, in about 13 years time, perhaps about two in every hundred merchant ships may use LNG. LR’s senior market analyst, Latifat Ajala, observes: “The difficulty for those looking to make decisions is that forecasting energy prices has always been a dangerous business. For shipowners looking to make these decisions, flexibility may be the key. Choosing engines that can burn both gas and fuel oil, or that can be converted, may be one way to manage the regulatory and commercial issues involved with fuel choices.”

World Bunkering Special Edition IBIA Annual Convention 2012

LR’s head of marine business development, Hector Sewell, said: “The obstacles to the adoption of LNG as a marine fuel are practical factors, but they are not technical. They are commercial. Establishing safe, reliable global LNG bunkering capability is feasible. But it will require considerable investment and risk management, and it will have to cover significant operational costs to challenge existing fuel-oil delivery systems.” Concerning the new study, Ajala said: “We used a model based on LNG supply, trade routes, ship-type fuel consumption, port locations and bunkering demand, as well as shipowner and port surveys. We then applied three demand and price-driven scenarios. What we found was that the likelihood of global LNG bunkering facilities being established will depend on high demand for LNG fuel on deep-sea trades, which will be driven by the price of LNG relative to current and future alternatives.” She added: “Excluding smaller ferries and local trades where there are local market, fiscal and regulatory drivers – such as in parts of the Baltic and Norwegian shelf – it was the containership and cruise-ship markets that were the most likely to adopt LNG. This is because of their relatively high energy requirements, the demands of customers in these two sectors, their regular trading patterns and the time those ships spend in emissioncontrol areas.”

LNG-fuelled ships will cut CO2 emissions


Middle East

Eastern promise

David Hughes looks at how the Middle East’s bunkering industry is adapting to a changing political scene and new regulatory requirements.


olitical tensions continue to stay high in the Middle East and especially in the Gulf as the oil embargo tightens on Iran. So dominant are the region’s political considerations that the question: “How will regional geopolitical dynamics affect the bunker/shipping markets?” tops the list of issues slated for discussion at next March’s International Fujairah Bunkering and Fuel Oil Forum (Fujcon 2013). The effective removal of Iranian fuel oil from the market by US and EU sanctions has had a marked impact, although there is some uncertainty over the issue. In August, the International Group (IG) of P&I clubs received advice from the UK Treasury to the effect that Iranian-sourced bunker fuel can be bought without infringing EU sanctions. The EU regulations include a ban on the import, purchase or transport of Iranian crude oil, petroleum products and petrochemical products, and on the provision – directly or indirectly – of financing or financial assistance, as well as insurance or reinsurance, related to those activities. The IG said that, in view of the ongoing uncertainty relating to the applicability of EU Regulation 267/2012 to bunker fuels, the JHC wrote to HM Treasury seeking clarification on this issue. It said in a statement: “A response has now been received from the relevant Treasury Department, having consulted with the UK Department of Business Innovation and Skills (BIS), the competent authority in the UK in relation to the export and import restrictions in the regulation. The response emphasises that neither the Treasury nor BIS is in a position to provide definitive legal advice. Absolute clarity can only be provided through an approach to the European Court of Justice.” The IG continued: “However, subject to the caveats outlined in its letter, BIS has made the general comment that bunkers, fuel oil or engine oil used solely for ship propulsion or navigation would not fall within the scope of the Article 11 prohibitions [Article 11 concerns the transport of crude oil and petroleum products].” But BIS also confirmed that “bunkers, fuel oils or engine oils carried for any other purpose though, including as cargo, would fall

World Bunkering Special Edition IBIA Annual Convention 2012

within the prohibition and the provision of insurance cover for such transport would likewise be prohibited”. However, the UK advice was met with industry comment that in practice the sanctions are so tight that owners would be unwise to attempt to take on Iranian bunkers. The IG itself recommended that shipowners “should continue to exercise due diligence in identifying the source of bunker fuel stems and lube oil where there are grounds to suspect that these may be of Iranian origin and, where possible, to avoid Iranian stems”. Despite the tense political background, trade continues to grow. For example, the Dubai Chamber of Commerce and Industry says its members report that exports and re-exports during the first eight months of the year have hit a new record, reaching Dh181 billion (US$49 billion) The Chamber notes: “This is the highest f igure recorded for the period, surpassing the previous record of Dh104.4 billion in 2008, and demonstrates that Dubai’s trade sector continues to prosper.” On the back of strong trading activity, many players in the region’s bunkering industry take an optimistic view. Earlier this year, the Red Sea and Gulf Bunkering Conference (Rescon) was told that storage capacity at Fujairah, UAE, is expected to rise to around 7.8m cu m by 2014 from its current 5.8 m cu m. The port’s harbour master, Tamer Masoud, said that the world’s second largest bunker port was experiencing booming demand from the Middle East and Asia. He added: “We’re working to develop our infrastructure parallel to the oil storage growth.” He noted that major storage projects by Aegean Maritime, Gulf PetroChem and ENOC were close to completion. Meanwhile, the June completion of the Abu Dhabi Crude Oil Pipeline from Abu Dhabi to Fujairah, which can deliver up to 1.5 million barrels of crude oil a day, has given a boost to the port’s bunker market with large crude oil carriers taking on stems prior to loading. In another infrastructure development, investors are planning to pump in some Dh477 million ($130 million) to build an oil storage terminal at Fujairah. India’s Infrastructure Leasing & Financial Services Limited and UAE-based Prime Terminal have formed a joint


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Dubai’s Jebel Ali Port. The emirate has seen its trade boom so far this year

venture, IL&FS Prime Terminals, to build the 632,678 cu m terminal which will have 14 storage tanks and support facilities. Actually in the Gulf, Dubai’s huge Jebel Ali is a mainly a containership port, but Mohammed Al Muallem, Senior Vice President and Managing Director, DP World UAE Region, says: “Bunker operations make an important contribution towards strengthening the services for vessels calling at Jebel Ali Port, the largest container port in the Middle East.” He adds that last year, DP World announced major expansion plans at its Jebel Ali Port to raise its capacity from 14 million TEU at present to 19 million TEU by 2014. “And,” he notes, “we continue to evaluate our customers’ needs and market demand, and any other plans will be subject to the demand and the growth in the industry.” In the first six months of the year, DP World handled 11.6 million TEU in the Europe, Middle East and Africa region. In Jebel Ali, UAE it handled 6.6 million TEU, 7.3% ahead of the first six months of 2011. A new company has recently expanded its operations to Fujairah. Al Arabia Bunkering launched at Khorfakkan last October with one barge, which is now being used to supply both ports. “However,” said the company’s bunker trader Hassan Allami, “we do have plans to increase our barge fleet in the near future.” He added: “The bunkering scene in the Middle East is still fairly strong. In the UAE, I would say that volumes have dipped slightly in

the past year or so as more bunkers are lifted in the far east. However Fujairah and Khorfakkan ports are both growing substantially and are looking to establish the east coast of the UAE as a bunkering hub in the wider region. For example, the new crude oil pipeline that runs into Fujairah is already having an impact as the storage capacity at Fujairah is ever-growing. I believe it’s still too early to talk about its impact on the bunker market, but I am sure it will be positive.” Regarding the new IMO 3.5% Sulphur limit, Allami told World Bunkering: “If we look back to November 2011, you would have found that over 90% of fuel was over the 3.5% sulphur content. Surprisingly, it seems that this area has made a seamless transition in compliance with the new sulphur cap in 2012. I have personally not experienced any issues with our suppliers. In fac,t I read that DNV reported this region has a higher compliance with the new sulphur cap than the majority of other major ports around the world that have endorsed MARPOL Annex VI.” Al Arabia is not able to supply ECA compliant fuel yet due to its limited storage capacity. “But,” says Allami, “there is a market out there and we plan to sell low sulphur MGO in the near future.” Allami has a cautious view of prospects in the short-to-mediumterm, noting: “In my experience, volumes have been slightly lower since the recession of 2008. I still feel that there are some major hurdles to pass in the near term before we ride out the storm which is affecting the shipping industry and the global economy as a whole.”

The bunker tanker A. Michel is now suppling ships at Khorfakkan and Fujairah

World Bunkering Special Edition IBIA Annual Convention 2012



Traders move in

The Middle East has seen an influx of fuel oil traders but it has not been a good year for at least one major player.


he past year or so has seen increased interest by traders in either setting up or reinforcing their Middle East operations, with some larger players investing storage facilities. On one estimate, reported by Arab News, the the region’s storage capacity will have expanded by about 25 percent to about 4.8m cu m by the end of this year. To put this in perspective the Fujairah bunker market, the world’s third largest, handles volumes of around 1.5m tonnes a year while there several other significant bunker ports in the region mainly supplying container vessels, Oil major BP was reported to have taken about 200,000 cubic metres of storage at Fujairah late last year. Other major companies that taken a higher profile in the region include Shell, Vitol and Trafigura and Chemoil. Russian traders Gunvor and Litasco, US major ConocoPhillips and Chinese major PetroChina are all reported to moving into the region where local players include , that have established a presence in the fuel oil market in the region Bakri and FAL Oil. Chemoil says that its new Fujairah terminal facility through joint venture company GPSChemoil, complements its global footprint in the world’s largest marine fuel markets. In a statement Chemoil says: “With future plans to expand the terminal’s capacity, this further enhances our capability to meet customers’ needs with the flexibility and efficiency that they rely on. Chemoil’s physical supply operations will offer tanker customers highly consistent product quality and the strategic advantage of having a physical supplier that is present in both Fujairah and the Gulf of Mexico.” Chemoil adds: “Our Fujairah operations are in keeping with our strategy of expansion – using Fujairah as a centre to service customers in the Middle East and the surrounding region. This approach is reflected throughout our operations in the Americas, Europe and Asia. Chemoil’s global network, including presence in the world’s three largest bunkering ports (Singapore, Rotterdam, Fujairah) makes life simpler for our customers.”

World Bunkering Special Edition IBIA Annual Convention 2012

Last year another major bunker supplier and trader, OW Bunker Middle East, relocated to a new, larger office in Dubai “on the back of rapid growth in its trading business and strong prospects for the year ahead”. Jesper Jervild, OW Bunker’s Regional Manager for the Middle East and South Africa, said: “As the third largest bunker hub in the world, Fujairah is one of the focal areas for growth within the OW Bunker Group. We expect our rapid growth in the region to continue in the year ahead, along with our market share, and are focusing on developing our business with local customers in the Middle East on a worldwide basis.” Since moving office OW Bunker has further strengthened its Middle East team by adding two experienced bunker traders. Meanwhile in another move that could impact on the bunkering scene Chinese major Sinopec’s and Saudi oil company Aramco are to build a large oil refinery at the Red Sea port of Yanbu by 2014. The $8.5bn will process 400,000 barrels of heavy crude oil per day. Aramco will hold a 62.5% stake in the plant with Sinopec holding the remaining 37.5%. In stark contrast Sharjah-based FAL Oil Co has had a tough year, staving off creditors and seeing a modern tanker sold to pay off debt. Once the largest independent oil and bunker trader in the Gulf Region with total sales for the year 2009 close to 20 million tonnes of fuel continues to operate but has seen its operations greatly curtailed. As of early October efforts to restructure about US$700m of debt and seek fresh funds of up to $620m were continuing.


Saudi Arabia

New fuel deal

Saudi Arabia looks set to be in the forefront of production of a cheaper alternative to current residual fuel.


uadrise, the company developing MSAR (multiphase superfine atomised residue) oil-in-water emulsion fuel as a low cost alternative to heavy fuel oil in the shipping, refining, and power generation markets, looks set for a major breakthrough into the Saudi Arabian market. In August the UK-based company said that its subsidiaries had entered into Memorandum of Agreement with Rafid Group for Trading & Contracting to formalise their relationship in anticipation of contractual commitments for the application of Quadrise MSAR technology and fuel in Saudi Arabia. This was followed up in October by a statement saying: “The fully detailed definition of the Saudi Aramco project planning and execution process will ultimately determine the MSAR implementation timetable. The scope is expected to encompass the first major refinery project, followed by a larger scale programme to process the bulk of the available heavy residue within KSA to MSAR. Agreements covering the demonstration plant installation and subsequent progression to full commercial operation are anticipated over the next 12-15 months.” MSAR technology is claimed to not only to render heavy hydrocarbons easier to use by producing a low viscosity fuel oil using water instead of expensive oil-based diluents, but also to produce a superior fuel with enhanced combustion features. The technology is described by Quadrise as a “game-changer” for oil refiners as it frees up valuable distillates traditionally used for HFO manufacture, providing a viable alternative process for handling the bottom of the crude oil barrel without significant expenditure – thereby increasing profitability. The Saudi deal commits the parties to an exclusive relationship within KSA. In addition, when contract terms are finalised for the first MSAR process installation in a major refinery in Saudi , Quadrise and Rafid will form a joint venture company to undertake all further business in KSA in which Rafid will hold an interest of up to 30%. Saudi Aramco gave approval recently for the potential application of Quadrise MSAR technology in its refinery portfolio, following reaffirmation of refinery project economics by a cross functional

World Bunkering Special Edition IBIA Annual Convention 2012

team of Saudi Aramco specialists. A refinery, currently producing 4m tonnes of fuel oil a year, has now been selected for the first MSAR process installation. Quadrise said in a statement: “The final detailed definition of the Saudi Aramco project planning and execution process will ultimately determine the MSAR implementation timetable. The scope is expected to encompass the first major refinery project, followed by a larger scale programme to process larger quantities of the available heavy residues within the Kingdom of Saudi Arabia to MSAR. The company added: “It is increasingly becoming a requirement for major international suppliers of technology services to Saudi Aramco to form partnerships with local engineering companies to ensure that Saudi nationals gain requisite experience. The agreement executed with Rafid and the intended joint venture company will ensure that Quadrise and Rafid are fully aligned with this guidance.” Quadrise chairman Ian Williams said: “We are delighted to have concluded this agreement with Rafid. Their capabilities and reach have proved to be a very good fit with our expertise and technology. Saudi Arabia is a key market with enormous business potential for Quadrise, especially as the Government seeks to optimise energy resources in the Kingdom. Rafid is a proven partner for the Saudi Aramco programme, and for the many other opportunities evident in this market.” Rafid chairman Abdul Aziz Al Mandil, said: “The Rafid Group is an established conglomerate with successful partnerships with major companies such as CNPC, CTCI, China Harbour and Rotary Engineering. We have a proven track record of winning multi-million dollar contracts with KSA customers such as Saudi Aramco, SABIC, SEC, SWCC and Marafiq. We have been convinced from the outset of our relationship with Quadrise that MSAR technology offers great benefits for both Saudi Aramco and the Kingdom at large. The recent approval of MSAR technology by Saudi Aramco is a major milestone. It confirms that the commercial basis has been established at the highest level to proceed together with Quadrise, and now for us jointly to secure commitments to commercial applications expediently.”



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Every profitable voyage depends on bunker fuel quality In today’s competitive global shipping industry, staying in business means staying on schedule. Poor-quality bunker fuel represents one of the biggest threats to keeping your schedule and profitability intact.

Intertek ShipCare provides fast, accurate testing for bunker fuel quality through our Lintec operation, helping avoid costly repairs and downtime. Intertek has provided testing services to the marine industry for over 125 years, with the expertise and industry knowledge needed to protect your valuable assets.


Fuel for thought Michael Green of Intertek Lintec ShipCare Services explains how legislation has affected Middle East fuel quality. During the 20th century, Middle Eastern countries occupied a status of huge strategic and economic importance in relation to the oil industry. Vast stocks of crude oil have elevated countries such as Saudi Arabia, Iran and the UAE into the top 30 global economies. Its geographic location also gives the region a strategic importance with regard to shipping, acting as a bridge between the Far East and the western hemisphere. This is highlighted by the fact that, in 2010, Jebel Ali was rated as the ninth largest container port in the world. Other key ports such as Fujairah also see a very high throughput of traffic and, as such, the need for good quality bunker fuel is imperative. As far as overall quality trends are concerned, historical data for fuels supplied in the Middle East has shown a close parallel with the global average, with around 20% of all samples tested having one or more off-spec parameters. But in the last calendar year we have seen a marked change in the average percentage of off-spec fuels in the Middle East region. The figures for the second half of 2011 and the first half of 2012 show a considerable upturn in the number of fuels supplied that fall outside the limits stated within the ISO 8217 fuel standard. These figures would suggest that something, somewhere, has gone drastically wrong – or has it? In this case, it is quite appropriate to quote the American author Mark Twain’s famous line about “lies, damned lies and statistics” as the figures quoted do not give us Middle East % Global % of off-specs off-specs Q3 2011 26.4% 20.4% Q4 2011



Q1 2012



Q2 2012



World Bunkering Special Edition IBIA Annual Convention 2012

a true indication of the overall situation. Even though the figures do show that nearly one bunkering in every three will be considered off-spec, it would be unfair to suggest that all tested samples that show one or more off-spec parameters will provide shipowners and operators with serious cause for concern. In looking at the specifics of overall quality concerns, we must look at the physical test characteristics to see just how serious a problem this really is. When examining the data, an undeniable trend is quickly established. In Q3 2011, of all tested off-spec samples, 96% of the issues were related to viscosity, with none of the noted off-specs being considered critical (cat fines, flashpoint, sediment, and so on). In Q4 2011, 88% of all off-specs were viscosity-related, but 4% were related to sulphur content. Michael Green When crossing into 2012, we can see a marked change in the test figures. In the first quarter of 2012, viscosity was still by far the main contributor, with 60% of issues. However, 24% of all off-specs were now related to sulphur content. A further degree of clarity is achieved when we realise that the issues were in direct relation to the reduced 3.5% Global Sulphur Cap (implemented on 1 January, 2012). Q2 of 2012 showed similar results in that viscosity still accounted for the bulk of off-spec samples, at 48%. However, 34% of all offspecs related directly to sulphur. 2012 also produced an increase in critical off-specs, with 1.2 % and 1.5% of all off-specs seen in Q1 and Q2 respectively. In conclusion, it is fair to say that, although the initial outlook was somewhat bleak and the test figures do not provide a good first impression, further examination of the data has identified yet another situation where adaptation to legislative change has had a significant effect on the quality of bunker fuel available.


Tranzit DV Trade House Co., LTD 13, Uborevicha street, Vladivostok, 690091, Russia Tel: +7 (423) 249-11-99 Fax: +7 (423) 243-29-94 E-mail: Marine Logistics Korea LTD. #1821 Gwanghwamun Officia, Sinmunno 1-ga, Jongno-gu, Seoul, Korea. zip code (110-999). Tel: 02-722-1123 02-722-1108 02-722-1136 Fax: 02-722-1160 Mobile: 01096906878 Skype: flex_19812. Yahoo ID: mllkno1 E-mail: Web: Marine Logistics Co., Ltd Office No. 18B-18F, One Capital Place, No. 18 Luard Road, Wanchai, Hong Kong Tel: (852) 2865-0381, Fax: (852) 2865-0189 E-mail:

Full range of premium quality bunker fuel For every type of engine Fuel oil compliant with ISO 8217:2010 Client-oriented service and flexible schemes of cooperation Own bunkering fleet

Russian news round-up

Industry appeal to PM


he Russian Association of Marine and River Bunkering Suppliers (SRO) has written to Russia’s prime-minister, Dmitriy Medvedev. The letter and accompanying documentation present an analysis of the negative impact of MARPOL 73/78 restrictions on Russian shipping industry, ports and bunkering industry after new regulations come into force in 2015.

The appeal to Mr Medvedev says that, in the view of industry experts, Russia’s oil industry will not be able to produce sufficient amount of low-sulphur residual fuel to meet the market demand. The letter says that switching the country’s fleet distillate fuel is too expensive. Analysts’ forecasts predict a sharp drop in bunkering services in Russian ports in 2015, up to 40% year on year, which, SRO warns, will hit trade hard. To prevent the collapse of the bunker industry, the Association has proposed that the government should establish a special working groups to recommend effective measures by the country federal government, particularly concerning the construction of LNG terminals and measures to ensure equal access to port infrastructure for all bunker suppliers. Tax exemptions for shipping mooted

A deputy in Russia’s parliament, the Duma, has introduced amendments to the Tax Code of the Russian Federation to the Duma Committee for Budget and Taxes. Andrey Kolesnik has proposed exemption from taxation for new sea-going, short sea and inland waterways vessels. The proposed amendments are intended to reduce costs for companies investing in the modernization of their fleet. According to its proposer the initiative is aimed at helping the country’s shipowners while Russia becomes integrated into the global economy. Olya port to be key hub for ME and Asia

Russia’s prime-minister, Dmitriy Medvedev

World Bunkering Special Edition IBIA Annual Convention 2012

The first meeting of a Russian-Iranian working group on financial and banking cooperation was held in Astrakhan in September. The group focused on the modernization of Astrakhan Region’s Olya commercial port due to its key position on international trading routes. Olya lies at the Caspian Sea crossroads of a north-south corridor connecting Europe with Central Asia and an east-west corridor connecting Central Asia and China with Europe. Olya port is to be reconstructed in two stages. Firstly, a new cargo handling area will be built near Olya town. Construction of a


This cooperation may be further expanded to Black and Mediterranean basins and Pacific region where Summa Group owns terminals and operates several vessels. “Strict emission restrictions in Northern and Baltic basins coming in power in 2015 give a strong impetus to switch to alternative fuel. Natural gas meets all requirements to ship engine emissions without installation of expensive filters and offers better prices than low-sulphur fuel. Technologies for LNG vessels, LNG ship engines, for fuel storage are well-known and available. Cooperation with Summa Group provides good perspectives,” Mr Medvedev said. “The combined efforts of Summa Group, infrastructure operator, and Gasprom, global producer of natural gas, ensure success for this ground-breaking project. I’m sure of its long-term positive impact on environmental footprint of sea transportation, and not only in our country. This initiative promises to set a new industry standard”, Alexander Vinokurov said. Summa Group is a holding company with diversified activities. It manages assets in port logistics, engineering, construction, telecommunications, oil and gas industry. The company has branches in almost 40 Russian regions and abroad and employs more than 10,000 people. The founder and the shareholder of the company is Ziyavudin Magomedov. Rosneft buys Murmansk terminal

The Caspian Sea: At the crossroads of trade

second cargo handling are will begin later some 4 km to the south. The real development of Olya port began in 2006 after privatization. The port opened in 1997 but only had three berths. Under private management the number of berths has increased to 14. The project is mainly aimed at attracting new cargo traffic and developing the infrastructure to handle cargo currently transported on other routes. Construction of a new ferry terminal is almost complete. When the terminal is operational Olya will be the only port offering ferry service to Iran and Turkmenistan. Ferry services to Azerbaijan and Kazakhstan are expected to be announced soon. The terminal can handle unit loads, packaged cargo and containers. Olya also has grain terminal with an annual capacity of 500,000 tons, is also available. Construction of the sunflower oil terminal is underway. There will be tanks for accumulation of shipload lots equipped with heating systems to ensure round the year operations. Construction of a new complex to accept bulk fertilizers and package them prior to export to Iran is underway. Construction of a new bulk terminal, annual capacity 750,000 tons, will begin in 2013. Coke, ore, cast iron will be handled there. The first stage of this terminal is expected to start operations at the end of 2014. LNG bunkering bunkering initiative

Gasprom deputy chairman Alexander Medvedev and Summa Group Alexander Vinokurov, President have signed a memorandum of understanding on LNG bunkering for seagoing ships, including the Summa Group’s fleet. Initially Gasprom and Summa Group are looking at cooperating in North and Baltic Seas. As well LNG bunkering for the Summa Group fleet the two companies are consider infrastructure projects, and in particular the construction of LNG storage facilities.


Rosneft has bought a residual fuel terminal in Murmansk from United Construction Corporation (UCC), Russian newspaper Commersant Daily has reported. The terminal is located within Ship Repair Factory No. 35’s site. Commersant Daily estimates purchase price to be about $30 million. The terminal was built about seven years ago but lost money and operations stopped. The seller proposed several scenarios for the further development of the facility. The main proposal is to use a large tanker for alongside storage and then transfer to smaller vessels. Another possible scenario is construction of a new 500,000 tons oil storage facility. The proposed Rb1.5m investment would increase annual throughput to between 3m and 6m tonnes by 2013-2015 and subsequently to 18 million tonnes. Rosneft already owns other assets in Murmansk port. In 1996 the large tanker Belokamenka was chartered and used as a storage facility in one of ice-free harbours in Kola Bay. This vessel was not used to its full capacity. In 2010 only 7.5 million tonnes were handled against a theoretical maximum throughput of about 12m tonnes. The vessel’s charter will end in 2016 and some analysts believe this was why Rosneft bought the terminal. There is also speculation that Rosneft will use the Murmansk terminal as a base for launching new Arctic projects. The other r obvious use is for heavy fuel oil exports. Ust-Luga port now one of Russia’s top 5

Ust-Luga port in the Gulf of Finland doubled its turnover in the first half of 2012 compared to the corresponding period in 2011 and became one of the five top Russian ports. Oil throughput tripled to 5.9m tonnes. Transshipment grew 130%, to 7.3m tonnes while general cargo throughput reached 662,366 tons, 145% up on the first half of 2011. In August the Russian government published its draft order to expand Ust-Luga port. The document signed by Dmitriy Medvedev, Russian prime-minister, authorises the building of a new terminal, the infrastructure to handle 1.5m tonnes of LNG and 2.5m tonnes of light oil and harbour support vessel base.

World Bunkering Special Edition IBIA Annual Convention 2012

Equipment and Services

Improving efficiency, cutting costs Two new products aim to help owners make significant savings. Tidetech

Oceanography specialist Tidetech claims its new high-resolution tidal model for the Malacca and Singapore Straits will potentially save ships thousands of dollars in bunker fuel costs. It says simulations have shown that transit time savings of between 3% and 12%can be made depending on vessel type, speed and tidal phase. Tidetech says the high-resolution (up to 800m) Malacca and Singapore Straits commercial tidal model is the first of its kind in the region and addresses one of the major needs of the 60,000 ships transiting these channels annually – that of improved efficiency and reduced emissions. Improved efficiency

Tidetech managing director Penny Haire said the global industry drive for improved efficiency in shipping, especially in light of the uptake of slow steaming, meant speed optimisation via the use of accurate tidal models could allow ships to save significant amounts of bunkers. “By arriving at the optimal time, a ship can benefit from a favourable tide or current through busy, narrow or restricted shipping channels,” Haire said. “This means a vessel can reduce speed, or maintain slow steaming speeds and save fuel, and also means the vessel can avoid having to increase speed to counter adverse current. We have run a simulation for vessels steaming between 14kt and 22kt and the difference between slowest and fastest times through the Straits’ amounts to a significant difference. This means time and money is saved and emissions reduced.” The model data is available in up to 10-minute time steps and can be integrated into ECDIS as a layer (or into other bridge systems), supplied within specialised optimisation software or as raw data. “Our customers need a mixture of data options depending on how they want to use the information. We’re able to adapt to specific customer requirements,” Haire said.

World Bunkering Special Edition IBIA Annual Convention 2012

Until now, the existing tidal information for the region was limited and based on short-term, single-point observations. Tidetech’s team of scientists have access to global bathymetry (depth) data, satellite altimetry information and local observations, which they use to calculate hydrodynamic models using highly-complex equations of motion that govern fluid dynamics. Opcon Powerbox

Energy and environmental technology Group Opcon says it has received official approval from Lloyd’s Register for the first reference installation of the marine application of Opcon Powerbox, which generates electricity from waste heat. Opcon’s Powerbox ORC and Powerbox WST and the first installation aboard Wallenius’s Figaro have received LR’s approval for use at sea. The first reference installation is expected to achieve fuel savings of 4-6%. The technology is expected to achieve fuel savings of 5-10% in other installations. Integrating systems

“Behind this success lies some enormous hard work carried out to integrate these systems,” says Opcon’s president and CEO Rolf Hasselström. “This is a milestone in our efforts to adapt our pioneering technology for production of electricity from waste heat for use in marine applications. “We will now fine-tune, test and verify the improvement in energy efficiency that this system offers in various operational scenarios at sea. “By utilising waste heat and recovering the energy, significant environmental gains can be made. Considering today’s oil prices and the efforts being made by the IMO, for example with the coming International Energy Efficiency Certificate (IEE), we believe that this product really has come at exactly the right time,” Hasselström concluded.



Waste not?

A Dutch court ruling has prompted a debate on whether off-spec bunkers should be considered waste. Carel JH van Lynden, attorney-at-law with AKD Rotterdam, examines the arguments.


t the end of last year, a provincial Dutch judge decided that off-spec bunkers are waste products in a dispute that has caused serious concern throughout the market. The dispute involved a company that had offloaded bunkers from a seagoing vessel, having previously bunkered at Gdansk, Poland. The bunkers were off-spec. The district attorney impounded the fuel on board a bunker barge at Terneuzen, stating that the fuel was waste and thus subject to Dutch waste disposal legislation. As the company had no licence to collect, sell and/or treat waste, the offloading and intention to sell was a violation of environmental regulations and, as such, a criminal offence. The appeal against the impounding was rejected by the court of Middelburg. In that appeal, the district attorney argued that waste products are “all products of which a person disposes itself”. The district attorney further stated that off-spec fuel oil is a dangerous waste product. Carcinogenic fuel oil

The court confirmed in very general terms that the bunkers had to be considered as waste because they could not be used according to their purpose for combustion in the ship’s engines. The court further stated that the MDS of the bunkers showed that fuel oil to be carcinogenic and therefore the bunkers were considered to be a dangerous waste product. This ruling has created quite a disturbance in the market, especially since, on the basis of the decision, local port authorities will no longer give permission to offload and/or blend off-spec bunkers from seagoing vessels. Carel JH van Lynden


World Bunkering Special Edition IBIA Annual Convention 2012

The reasoning of the district attorney and the court are debatable, to say the least. The carcinogenic argument is a very odd one because it would – in the general terms as used – lead to the conclusion that all dangerous goods, including on-spec bunkers, are waste. But the off-spec argument is also incomprehensible. First of all, “off-spec” means that the product does not meet contractually agreed specifications, which in itself has nothing to do with waste, the environment or public law regulations. A contractual provision is thus being used as a qualification for a public law qualification as waste. Second, when fuel is on-spec in all respects but has an Al/Si content of, say, 62, it is technically off-spec (under the 2010 edition of ISO8217) but perfectly fit for purpose, and certainly on-spec within the terms of the 2005 edition of ISO8217. Finally, what if the bunkers are off-loaded because they have not been paid for and the supplier claims the bunkers back as his property; or perhaps too much has been supplied and part must be taken off? Unfit for combustion

In the case heard by the Middelburg court, the fuel remained unfit for combustion on board even after having been diluted tenfold. But the generality of the considerations used by the district attorney and the court show a total lack of understanding of the nature of fuel and the meaning and gradations of the quality of fuel. The same can be said of the reaction of the port authorities. The end result is that it is now almost impossible to offload and upblend off-spec bunkers other than through licensed waste disposal collectors and processors. The lucrative market of taking off-spec bunkers off the vessel has almost come to a stop. And when a supplier has unwillingly

and unknowingly provided bunkers with, for instance, an excessive water content, he cannot take those bunkers back within the Netherlands. Some suppliers have considered applying for a licence as a waste collector, but that is a long and difficult process. The police in several districts in the Netherlands have, on the instructions of the district attorneys, begun testing parcels of fuel on board barges. At the same time, comments have appeared in the media, suggesting that fuel is being mixed with waste lube oils and other chemical waste as an inexpensive means of getting rid of them. Words such as “mafia” and “witch-brew” are even being used. It has been suggested that the whole industry is peopled only by bad guys. Yet no evidence whatsoever has been produced confirming such practices. Waste product crime

In my practice, when dealing with bunker claims, I have not come across this alleged physical waste product crime. Of course, refineries blend all sorts of products with fuel, and this does not necessarily make the fuel more environmentally friendly. But that is another question. When authorities want to designate a product as waste under the rules of public law, they should introduce legislation that stipulates which properties may or may not be found in a product. Simply saying that a product is carcinogenic, or stating that a product does not conform to contractual specifications, and thus is waste, can never be a basis for a specific country bringing the heavy cannon out against companies and persons acting consistently with their counterparts everywhere else on the planet. If this really is an issue, it is something that should be addressed on a European, or even global, level.

Heavy fuel oil from a refinery may not always meet the customer’s specification, but does that make it waste product?

World Bunkering Special Edition IBIA Annual Convention 2012


company news

YugBunkerService With its own storage and loading terminals, and eight bunkering barges, YugBunkerService is one of the leading fuel providers in southern Russia


ugBunkerService is a group of companies providing bunker services at the ports of the Black and Azov sea, and the river ports of Rostov-on-Don and Samara. The group supplies a full line of top-grade marine fuels (a wide range of IFO and MGO) and engine oils to sea-going and river vessels. YugBunkerService has been in bunkering for 16 years. Since launching our business in 1996, our priority has always been to meet and satisfy the requirements of our clients, providing superb service and high-quality fuel products at fair price. Years of hard work in the field have given us invaluable experience and the opportunity to establish a well-developed infrastructure for delivery, storage and bunkering of marine fuel. As a result, we have grown to become one of the leading fuel providers in southern Russia. Having our own marine storage and loading terminals, plus a fleet of eight vessels with deadweight ranging from 200 to 1,400 MT, we are flexible and capable of coping with the demands of all our clients, from small independent carriers to large shipping lines. Being one of the biggest and most reputable bunker companies in the regional market, YugBunkerService has long-term and mutually beneficial relationships with large Russian, Turkish, Ukrainian and Greek shipping companies, as well as with a number of bunker traders operating at the Black and Azov sea. The main sea ports we operate in are Azov, Taganrog, Yeisk, Kavkaz, Temryuk and Taman. We also provide bunker services at the river ports of Rostov-onDon and Samara. YugBunkerService is a member of the Russian Association of Marine and River Bunker Suppliers, and the International Bunker Industry Association.

Our team is pleased to offer you our experience and knowledge, best prices and an excellent service on a 24/7 basis. For more information, contact: Rostov-on-Don Tel: +7 (863) 242-44-86 +7 (863) 242-44-87 +7 (863) 242-44-88 E-mail: Yeisk Tel: +7 (86132) 2-60-64 Port Kavkaz Tel: + 7 (86148) 4-43-47 E-mail:

Key information • Offices in Rostov-on-Don, Taganrog, Yeisk and port Kavkaz • Eight of own bunkering barges complying with loading and

supply regulations • Our own storage facilities, giving flexible bunker delivery options • Our own terminal at the port Temryuk, providing safe fuel

loading on tankers of up to 5000 DWTs • Fuel deliveries compliant with MARPOL and SOLAS regulations.

Our competitive advantages • Wide range of top-grade marine fuels from leading Russian • • • •


oil refineries Well-developed and extensive supply network; Best prices for our clients Equal high-quality services at all our ports of delivery Widespread compliance of our barges and loading facilities with all legal and environmental requirements.

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Company News

TransOilBunker Company An excellent reputation strictly maintained


n the 17 years since our establishment in 1995, TransOil Bunker has gained a deep understanding of our clients’ business, to become a reliable, fast moving and trusted partner. Since entering the Far East bunker market, we have gained an excellent reputation among our clients – both national and foreign. We are in the top 10 bunkering companies – physical suppliers in our region. Each year, we strengthen our position in the market and bring to our experience and knowledge further up to date. Recently, we upgraded our fleet, buying one tanker with deadweight 3350 tons and selling off an older one. Currently, we have at our disposal five bunkering barges from 600 to 3350 tons of capacity. Our unrivalled technical facilities allow us to offer our customers different grades of fuels, from 30 to 180 cSt and MGO. We have developed a far-reaching net of fuel supply contractors from refineries located in Siberia. They deliver fuel to our company by direct contract, which enables us to offer competitive prices to our clients. The quality of fuel is also under our strict control, starting from the refinery right up to delivery to oil terminals in our ports, and beyond to the supply of vessels.

Quality assurance The systematic quality and quantity inspection performed by Saybolt and SGS always prove the quality of our products. With quality of service, quality of fuels, safe work and environmental precaution forming the cornerstone of our company policy, we employ only professional, reliable personnel who share our responsibility for quality service. Every member of our staff understands that if our partners trust us, we must do our best to make sure it stays that way. Further development of our company is focused on expanding activity and attracting new clients by active co-operation with wellknown bunker traders in Singapore, Hong Kong, South Korea, Japan, China and Europe.

Portugal fuel stop


ased at Lisbon, Galp Energia Group, is able to offer fuel supply services to all ships visiting this warm and pleasant country. Galp Energia has professional bunkers team provide its customers with high-quality fuels and services, and the highest safety standards in all its bunker activity and the company’s bunkering products fulfil the ISO 8217: 2010 specification in all grades. To help achieve customers’ targets on the environment, the company can supply low-sulphur fuels at several ports, with the port of Lisbon being the main port for low-sulphur fuel. Optimising its logistics resources and storage capabilities Galp Energia is able to provide high-quality services and products, including a wide variety of marine distillates. Galp Energia is the main bunker supplier in Portugal, and provides bunker services using its two barges with capacities of 5,800 tonnes and 3,000 tonnes each. A 5,800 dwt double-hull barge, Bahia Tres, began operations in 2010 to support the company’s business in the ports of Sines and Setúbal, meeting all the important aspects for safety and protecting the environment. It is equipped with anti-pollution measurers and is covered by European Maritime Safety Agency regulations in the Atlantic Ocean and Mediterranean Sea. Always aware that its customers’ main concern is product cost, the company offers competitive prices without compromising product or service quality. Visiting Portugal and being supplied by Galp Energia will always be a good decision for regular customers, used to working with a professional team. We are the only refinery in Portugal and operate refineries at Sines and Matosinhos. We have an extensive product range that includes gasoline, diesel fuel, jet fuel, fuel oil, LPG, bitumen and several aromatic products. Our refining business is responsible for the supply of oil products to our retail, wholesale and LPG marketing divisions, competitors and foreign customers, as well as for the operation of our refining and logistics assets. We hold a significant position in the Portuguese crude oil products storage market. Our two refineries in Portugal together represent 20% of the Iberian refining capacity, and collectively account for the majority of Portugal’s annual domestic petroleum product requirements. We are investing approximately €1.4 billion to upgrade and improve the efficiency of our refineries, representing €1 billion for Sines and €0.4 billion for Matosinhos. .

TransOilBunker Company 53 office, 11 Aleutskaya Street, Vladivostok, 690091, Russia Tel/fax.: +7 (423) 2642-448, 2608-550, 2642-449 Mobile: +7 914 704 28 56 E-mail: Website:

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For further information contact: Galp Energia SA Tel: +3512 1724 0637/654 Fax: +3512 1724 2957 E-mail:


Company News

Rosneft Marine Strengthening its presence in the Baltic and Black Sea, as well as in China


osneft Marine has continued to expand rapidly since it was established in London in 2010. A subsidiary of Rosneft Oil Company, Rosneft Marine has now set up a new office in Beijing while expanding the number of ports that it services in Russia. The company officially opened its second office this May in Beijing, China to service its growing Asian client base. Staffed with a multilingual team, the new office aims to support its regional customers with ease of communication and greater access to premium-quality marine fuel in the Far East. In addition to expanding Rosneft’s presence in Asia, this move allows the company to provide specialised services to regional clients without any compromise on its existing offering to the global and European markets. The formation of this second office in Asia also comes at a time when environmental concerns are changing the landscape of international shipping.

Increasing demand Demand for low-sulphur fuel oils is expected to increase following the introduction of Emission Control Areas in North America, particularly for vessels travelling from Asia to the West Coast of the US. The company intends to work closely with regional ship operators who have US-bound vessels to supply them with ECAcompliant low sulphur fuels of the highest quality at attractive prices. An integral part of its strategy for the China office will be to establish long-term partnerships with customers. The company hopes to collaborate with customers particularly on the basis of long-term formula contracts, as it is one of the few suppliers able to guarantee a reliable and consistent supply of high-quality fuel in the region. As part of a plan to strengthen its presence in the Baltic and the Black Sea, Rosneft Marine extended its bunker supply network to include the western ports of Ust-Luga, Kaliningrad and Novorossiysk in April this year. The servicing of additional ports brings greater ease of access to Rosneft’s high-quality marine fuel in a wider range of bunkering locations to customers.


Rosneft Marine’s sister company RN Bunker is the logistics and domestic marketing arm of Rosneft’s bunkering business. It has just taken delivery of a new bunker tanker in the port of St. Petersburg under the terms of a 10-year time-charter agreement. The RN Polaris is a 6,800 metric tonne-capacity tanker that is also registered as an ice-class vessel. It will be operating in St Petersburg, Ust-Luga and other parts of the Russian end of the Gulf of Finland.

Raising standards In order to further the company’s commitment to unparalleled assurance of quantity and quality, Rosneft Marine, together with its RN Bunker, is currently in the process of establishing Rosneft’s first full-quality management standard for its bunker supply chain in the port of Nakhodka (NQMBS). Standardising Rosneft’s bunker supply process ensures a reliable, consistent supply of premium marine fuel that is second to none in the market. Rosneft Marine aims to have a similar implementation of standards across its entire bunker supply network in the future and will continue to seek expansion in other parts of the world with the aim of providing global clients with superior, localised service while still delivering premium quality fuel in Russian ports.

World Bunkering Special Edition IBIA Annual Convention 2012

Company News

AMK Group of Companies


ne of the biggest companies on Kolskiy Peninsula, AMK Group of Companies was founded in May 2004. The main activities of the company are trading and transportation of oil products such as: • Diesel • Petrol (all types) • Fuel oil M-100 • Fuel oil IFO-380 • Fuel oil IFO-180 • Fuel oil IFO-30 The AMK Group of Companies consists of several companies involved in different types of activities: bunkering, road transportations of fuel, utilization of mixed oil products waste and bilge water. The company has loading facilities for vessels on anchorage or on scientific exploration in the area. All companies are licensed for above mentioned activities. One of the main spheres of activity is bunkering of foreign and Russian vessels in Murmansk and other ports of Murmansk region and coastal shipping areas. The fllet of the company consists of tankers Lahta, Sever , Sosnovets, Dnepr, Don capable of shipment of all types of oil products and bilge water with capacity of up to 300 tons as well as transportation of up to 3300 tons of dark oil products and diesel. The tankers can go up to 20 miles off shore to bunker the vessels or travel to other ports. All tankers are staffed by highly trained specialists with at least 5 year experience of working at this type of vessels. The transport facility of the company consists of

4 petrol tank lorries with capacity from 8m3 to 23m3 and 4 masut tank lorries with capacity from 15m3 to 23m3. These vehicles transport all type of petrol, diesel and masut in Murmansk , Murmansk Region and Republic of Karelia. The company has it’s maintenance and repair facilities at the Murmansk Sea Fishing Port, which company uses to service it’s specialized equipment and providing repair services for other companies. All the drivers and mechanics of the company are licensed to work on specialized equipment. In 2011 AMK group of companies added three more vessels to its’ fleet. Angrapa, Mirgorod and Ostrov Anzer are the newly purchased vessel that are currently involved in scientific exploration of Pechorsk Basin and Barents Sea aquatory. The fleet provides all-year-round monitoring of local environment analyzing its’ current state and tendencies of development. In 2012 AMK started a new project “Offshore transshipment complex-2”. The facility was built in the aquatory of Kolsk Bay near Mishukovo settlement and is designed for transshipment of oil from vessel to vessel. Offshore transshipment of oil is very common worldwide due to it’s safety, environmental protection and high throughput capacity. It is also easy to manage and does not cost a fortune. The complex works all year round and 24 hours a day. The company has also worked out a system called “The Plan for prevention and liquidation of oil spills” which provides safe conditions of work preventing oil spills and other emergencies and allows to quickly re-act if or when one occurs. The complex consists of multipoint offshore dock on mooring buoys with six anchorage mooring connections. Each connection has a mooring buoy, a bridle

World Bunkering Special Edition IBIA Annual Convention 2012

and a component anchor which in turn consists of reinforced concrete anchors set in zug. The location of the RPK-2 complex provides: • Safe docking of tanker in sever conditions (wind, waves, and other repeated weather conditions ) • Safe approach and departure of vessel, mooring and docking of uploading and unloading tanker in weather conditions allowing transshipment of oil products. • Remoteness from people populated areas required by health and safety regulations • Ample Remoteness from other shipping routs and coastal and offshore docks excluding interference with other shipping activities in the area. The company is in the process of planning a new project of reconstruction of the offshore transshipment complex making it capable of receiving tankers of up to 210 tons, which will increase the annual transshipment capacities to 12 mln. Tons. The company receives legal support from the specialist lawyers who are experts in world of law. The AMK Group of Companies welcomes co-operation and partnerships in transportation of oil products on mutually beneficial terms.

Alexander Koltunov, Director Roman Moliboga, Commercial Director Maksim Vorobyov, Technical Director Anton Smolin, Head of Bunkering Mob: 007 9113090999

86 Podgornaya Street, Office 413 Murmansk, Russia 183038 Tel/Fax: 007 (8152) 287828 Tel/Fax: 007 (8152) 287337 Tel/Fax: 007 (8152) 286028 E-mail:


Company News

Nizhegorod Bunker Ltd – going from strength to strength


izhegorod Bunker Ltd, the official representative of the oil company Rosneft, specialises in fleet bunkering in the areas of Volga and the adjacent basin. The company is extremely optimistic about the new navigation season, its reason for this being the strengthened relations with Rosneft and an ever-growing number of clients. “The task of expanding our client data base is constantly being worked on,” says Vladimir Nikiforov, general director Vladimir Nikiforov, of Nizhegorod Bunker. “At general director, the moment we are not only Nizhegorod Bunker successfully working with Rosneft, but have also concluded 200 new contracts for bunker supply, including one with Volzhskoye Parohodstvo. By the start of the navigation season we had received pre-payment for 3,000 tons of bunker fuel from our partners. This method has been used by our company for the first time and we see it as both a successful way of doing business and a demonstration of trust from our customers.” The fleet consists of a park of flat-bottomed tankers with a total capacity of 300 tons and self-propelled bunkering vessels with the capacity of 600-1,500 tons. The company also owns a stationary oil station. The total of bunkering fleet tonnage is more than 7,000 tons. In the recent years the company has increased its’ clientele from the North-West region of Russia. The bunkering spots in NizhniyNovgorod, Rybinsk and Sheksna are very handy and attractive to the shipowners of the North-West Shipping Company. “We always aim for an honest partnership,” says Mr Nikiforov. “The customer should be confident that he is buying exactly the type of fuel he is paying for. As a result of this strategy we have strengthened our position in the North-West region and won the trust of the shipowners from the capital. In the near future we plan to open bunkering spots at the mouth of Kama and Nizhnekamsk.”

Nizhegorod Bunker Ltd 13/2, Ilyinskaya Street Nizhniy Novgorod Russia 603109 Office Tel/Fax: 00 7 831 434 4845 E-mail: Website:


Aditya Fuels L.L.C.


ased in Dubai, Aditya Fuels L.L.C., part of the Aditya Marine Group, offers fuels supply services to all ships visiting Dubai. The company supplies bunkers in Ajman, Mina Saqr, Sharjah Hamriyah port, Ras al-Khaimah port, Jaballi, Steven rock jetty, and Khorffakan. We have our own FO and MGO bunkering trucks, and the company is now investing heavily in building and developing our storage facilities. We are aware of the importance of uplifting bunkers at the agreed time and place; after all, ships need to be sailing, not standing idle. We carefully monitor the supply and keep our customers informed of progress, 24/7. Our company policy is based on three major factors: quality, quantity and price; all our products meet with the ISO-8217:2005 standard and we pay great attention to safety and environment protection. Our current expectation is that demand will outstrip what we had initially anticipated; in order to facilitate this, the deployment of a barge will be necessary for supplies at outer anchorage, something which we hope to address in the near future. The company aims to maintain its high profile, and continue to enhance its international image as a professional supplier of quality bunker fuel. We value our clients and take good care of their bunkering needs. Furthermore, we always welcome new clients and are permanently ready to offer our services.

Mr N.V. Rambabu Managing Director Bunker Supplier Flat: No.115, Alzaruni Complex Dubai Islamic Bank Building, U.A.E Mobile: +971555042872 E-mail: E-mail: East Cost India 41-1-35, Rangayyanaidu street Kakinada-533007, India Mobile: 91 9848257582 Tel: +91 884 2366717/718 E-mail: Website: Mrs Sasi Adapa Mobile:+44 7825152973 E-mail:

World Bunkering Special Edition IBIA Annual Convention 2012


JSC Bunker Company


SC Bunker Company, an IBIA (International Bunkering Industry Association) member, was the first licensed and certified bunker supplier in the Arkhangelsk port, North of Russia, for many years after its foundation in 1996. The company has developed greatly since then, successfully competing in the area providing high-quality product and services of real value to customers, refining the process of bunkering to perfection. The company offers a wide range of fuel oils, all meeting ISO 8217:2005 standards: • IFO 30 HS/LS (RMA 30) • IFO 40 LS/HS (RMD 80) • IFO 120 HS/LS (RME 180) • IFO 180 HS/LS (RME 180) • IFO 380 HS/LS (RMG 380) • MGO (DMA) Fuel quality is strictly controlled by the company’s certified laboratory, starting at the supply level of the product even before the fuel enters the storage tank. Our main activity is all-season bunker supply to Russian and foreign vessels, both inside the port of Arkhangelsk, and off the port (Kandalaksha, Onega), as well as providing storage facilities, and blend-ing bunker material to ISO 8217:2010 specifications. Since 2008, JSC Bunker Company has been annually awarded contracts as a bunker supplier of the Gas Pipeline Project in Baydaratskaya Bay where, along with fuel transportation, food-supply and sludge and garbage removal have been arranged for the convenience of the customer. The company’s major lines of business at the moment are the purchase of bunkering fleet, as well as the active improvements and changes of its infrastructure and logistics within the bunker market to ensure prompt and smooth deliveries, to meet increasing demand.


34/1, Dezhnevtsev St., 163035, Archangelsk, Russia Tel: +7 (8182) 6577 93 Fax: +7 (8182) 420327 E-mail:

World Bunkering Special Edition IBIA Annual Convention 2012


For more information on these companies and to view this publication online using the innovative Page-Turning technology, visit:



28-30 November

3-4 December

3-4 December

The Bunkering Symposium

Fuel Management, Ship Performance and Energy Efficiency Seminar

Mediterranean Bunker Fuel Conference

Antwerp, Belgium

London, UK

Hotel Rey Juan Carlos Barcelona, Spain

2013 28 January - 01 February

26-27 March

20-24 May

Maritime Week Africa,


The Oxford Bunker Course

Fujairah, UAE

Oxford, UK FUJCON/2013/Fujcon2013Home.html events/2013/201305_oxford/profilepage. asp

Durban, South Africa events/2013/201301_MWAfrica/profile. asp

18 February IBIA Annual Dinner

09-11 April

4-7 June

Sea Asia



Oslo, Norway

London, UK

24-26 April

7-8 March

International Bunker Conference

Marine Propulsion Conference

05-07 June Istanbul Bunker Conference Istanbul


London, UK event-home-602

29 April – 03 May

18-20 March CMA 2013

Maritime Week Americas 2013, Miami, Florida

Stamford Connecticut, US


World Bunkering Special Edition IBIA Annual Convention 2012


World Bunkering - Special Edition 2012  

World Bunkering is the Official Magazine of the International Bunker Industry Association, published by Maritime Media.

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