Biofuel

ABS provides guidance on use of bio bunker fuels under IMO and EU regulatory framework

ABS shares background information and guidance for use of biofuel bunkers for Class, EU and IMO regulatory requirements; summarises what operators must consider in the transition to biofuels.

Published

3 years ago

January 23, 2024

Admin

ABS provides guidance on use of bio bunker fuels under IMO and EU regulatory framework

Classification society ABS on Friday (19 January) released a regulatory news brief providing background information and guidance for the use of biofuel bunkers for Class, EU and IMO regulatory requirements as well as summarises what operators must consider in the transition to biofuels.

The following are excerpts from the brief:

INTRODUCTION

With new regulations aimed at reducing air pollutants and greenhouse gases (GHGs), there is increased interest in biofuels. Zero and low carbon fuels, such as hydrogen, ammonia, and biofuels with negligible sulfur can lower particulate matter, gaseous and carbon emissions. MARPOL Annex VI has dealt with the use of biofuels by fuel oil quality regulations under Regulation 18.3.2, while the ISO standard

8217 “Petroleum products – Fuels (class F) – Specifications of marine fuels” was modified in 2017 to widen tolerance for use of biofuels in existing and new fuel oil grades.

CLASS AND STATUTORY REQUIREMENTS

Safety – SOLAS Flash Point

Liquid biofuels, or biofuel blends, intended as “drop-in” fuels to replace conventional residual or distillate fuel oils are to meet the SOLAS requirement for a flashpoint of not less than 60° C.

Safety – ISM Requirements

The IMO International Safety Management Code (ISM Code) provides an international standard for the safe management and operation of ships and the prevention of pollution. With respect to biofuels, the fuel supplier’s fuel specifications, Bunker Delivery Note (BDN), SDS sheets, equipment manufacturer’s

recommendations and industry stakeholder guidelines provide the basis for operators to undertake their ISM Code obligations. While there are some risks to equipment and operation with certain

biofuels, the ‘drop-in’ nature and similarity to conventional residual or distillate fuels makes application relatively simple.

Environment – MARPOL Annex VI NOx Implications

IMO fuel oil quality requirements of MARPOL Annex VI regulation 18 classify fuel oils into two main categories:

Regulation 18.3.1.1: addresses blends of hydrocarbons from petroleum refining.
Regulation 18.3.2: addresses fuel oil derived by methods other than petroleum refining.

Within the latter, Regulation 18.3.2.2 indicates that such fuel is not to cause an engine to exceed the applicable NOx emission limit. Biofuels may be considered to fall under either category since they may be a blend of bioderived product with conventional petroleum derived sources or be solely bioderived.

There have been ongoing discussions within the industry and in the IMO on how Regulation 18.3.2 should be applied to biofuels. The outcome of these discussions is a revision 8 of MEPC.1/Circ.795 “Unified Interpretations to MARPOL Annex VI” approved by the Marine Environment Protection Committee, at its eightieth session (MEPC80) which now provides a Unified Interpretation (UI) on the application of biofuels to marine engines and, in many cases, allows the use of biofuels without the need to validate the NOx impacts.

Class Requirements

All machinery and equipment intended to consume marine fuel oils are to be designed to burn all intended fuels and meet ABS’ Class requirements. However, biofuels or “biodiesels” are still liquid fuels and therefore are not a type defining parameter (please refer to ABS Marine Vessels Rules 4-2-1/13.5.2 and Table 4 “Type Defining Parameters”) of an internal combustion engine. Furthermore, not all internal combustion engines are designed for the wide variety of residual and distillate marine fuels that are available for marine application.

The suitability of the engines to burn all marine fuels is also demonstrated through the engine designer internal testing, which forms part of the manufacturer’s MARPOL Annex VI Technical File Stage A type testing. Engine type tests (and NOx certification testing) are typically undertaken on distillate grade marine fuels, and this is acceptable for all liquid fuels, under the type defining parameters, that an engine may operate on in service.

The suitability of a particular engine design to burn biofuels should be confirmed by the engine designer, who will typically issue generic guidance or provide specific acceptance of a particular biofuel. Makers have issued service letters or operational guidelines for biofuels.

Where engines are intended for burning residual fuel oils, or other special fuel oils which may be interpreted as applicable to biofuels, the suitability for that is to be demonstrated during shipboard trials as per Marine Vessels Rules 4-2-1/13.9.6.

Note: The full version of ABS Regulatory News on ‘Biofuels as Marine Fuels Under The IMO’s and EU’s Regulatory Framework’ and relevant reference links can be viewed here.

Photo credit: ABS
Published: 23 January, 2024

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Bunker Alerts

Low flashpoint found in Indonesia bunker fuels, alerts Maritec-Naias

Firm tested eight bunker samples representing LSMDO and B40 fuel grade from vessels that took fuel oil /bunkered in Indonesia ports, which indicated flashpoints as low as 39.5°C.

Published

3 days ago

August 13, 2026

Admin

Bunker fuel testing and marine surveying business Maritec-Naias on Wednesday (12 August) issued an alert regarding bunker samples from vessels that took fuel oil/bunkered in Indonesia showing flashpoints as low as 39.5°C:

During the period of 21 July to 04 August 2026, Maritec-Naias tested eight bunker samples representing Low Sulfur Marine Distillate Oil (LSMDO) and B40 fuel grade from vessels that took fuel oil /bunkered in Indonesia ports, which indicated Flashpoints as low as 39.5°C.

All eight fuel samples tested were sourced from a single supplier.

Regulatory Implications:

Based on the results of the eight samples tested, the fuels do not comply with the minimum flashpoint requirement of 60 °C set by SOLAS and ISO 8217.

As per SOLAS requirements, the minimum flashpoint of any fuel carried in the tanks of a ship should be not less than 60 °C (with exception of fuel for lifeboats, which can be grade DMX with a flash point min of 43 °C).

ISO 4259 interpretation for tested flashpoint temperature is not taken into consideration here as the safety of onboard crew and vessel is of higher precedence.

Since 01 May 2024, it has been a MARPOL Annex VI requirement that the Bunker Delivery Note (BDN) includes either the actual flashpoint of a fuel as supplied or a declaration that its flashpoint has been determined as being at or above 70°C.

From 1 January 2026, SOLAS amendments clarified that the flashpoint requirement applies to fuels, which were specifically intended to have a flashpoint not less than 60°C as required under SOLAS II‑2/2.1.1 These amendments now align with MARPOL by requiring flashpoint details to be recorded on the BDN. Additionally, prior to bunkering, suppliers must provide the ship’s representative with a signed declaration confirming that the fuel meets the SOLAS flashpoint standard.

MARITEC-NAIAS RECOMMENDATIONS

When ordering fuels from Indonesia it is advised to insist on getting the actual flash point values from the supplier. If your vessel has bunkered a low flashpoint fuel it is prudent to observe/implement the precautions below:

Flame screens on tank vents should be maintained in good condition and there should be no sources of ignition in the vicinity of the vents. This will assist in safe natural ventilation of volatile components in the fuel.
No Smoking, no naked flame and no hot work must be allowed at any areas near to tank air vents.
Send additional tank(s) samples upon arrival in port to check the fuel properties and flash point results especially if there has been co-mingling of fuels in bunker tanks
If the vessel is out at sea, it may be possible to obtain dispensation from your Flag State Administration up to the next arrival port.
Put the supplier on notice promptly and notify your P&I club.

Photo credit: Shaah Shahidh on Unsplash
Published: 13 August, 2026

Alternative Fuels

South Korea’s Polaris Shipping orders tri-fuel bulk carriers for Vale charter deal

Bulk carriers, which will be delivered sequentially from 2031, will be equipped with WinGD-developed engines capable of using methanol, ethanol and heavy fuel oil as marine fuels.

Published

3 days ago

August 13, 2026

Admin

South Korea’s Polaris Shipping orders tri-fuel bulk carriers for Vale charter deal

South Korean shipowner Polaris Shipping recently said it has signed a newbuilding contract for four tri-fuel vessels with Chinese shipbuilder Qingdao Beihai Shipbuilding Heavy Industry on 4 August.

The 210,000-dwt Newcastlemax bulk carriers, which will be delivered sequentially from 2031, will be equipped with WinGD-developed engines capable of using methanol, ethanol and heavy fuel oil as marine fuels.

The vessels are also designed as LNG- and ammonia-ready ships, allowing them to be converted to LNG or ammonia propulsion in the future.

Polaris Shipping also plans to significantly improve energy efficiency and reduce greenhouse gas emissions by applying various energy-saving technologies, including wind-assist propulsion systems, rotor sails, departure optimisation and land-based systems, to the vessels.

Polaris Shipping has completed a 25-year long-term charter contract for the bulk carriers with Brazilian iron ore producer Vale.

Polaris Shipping plans to sign construction contracts for up to four additional 210,000-dwt eco-friendly Newcastlemax bulk carriers with Chinese shipbuilder Hengli Heavy Industries in the near future. The Newcastlemax bulk carriers ordered from Hengli will be built as high-efficiency, environmentally friendly vessels to replace the company’s existing older bulk carriers.

Photo credit: Polaris Shipping
Published: 13 August, 2026

Financial Result

Fratelli Cosulich marine energy unit records EUR 7.1 million net profit in 2025

Bunker Trading revenue, the Group’s core activity, at the end of the year stood at approximately EUR 1.382 million compared to approximately EUR 1.638 million in 2024.

Published

4 days ago

August 12, 2026

Admin

Fratelli Cosulich marine energy unit records EUR 7.1 million net profit in 2025

Genoa-based international shipping and logistics company Fratelli Cosulich Group on Thursday (31 July) recorded EUR 58.6 million (USD 68 million) in EBITDA in 2025, substantially in line with the EUR 59.7 million recorded in 2024 and remaining close to its all-time highs.

The company’s consolidated turnover reached EUR 1.877 billion, compared with EUR 2.128 billion in 2024.

“This decrease must be read considering the significant weight of Marine Energy and bunker trading activities, where turnover is naturally influenced by fuel prices, market dynamics and the euro dollar exchange rate,” the company said in its 2025 annual report.

“For this reason, the reduction in revenues does not represent a proportional decrease in the Group’s operational strength.”

The Group recorded a net profit of EUR 20 million with its marine energy business unit delivering EUR 7.1 million. The unit also achieved EUR 16.8 million in EBITDA.

In 2024, the company recorded a net profit of EUR 20.6 million with its marine energy business unit delivering EUR 5.6 million. The unit also achieved EUR 28.1 million in EBITDA.

On the performance of its bunker trading activity, also during the year just ended, as in 2024, the company said margin stabilisation was recorded, remaining at levels similar to the average of previous years.

Bunker Trading revenue, the Group’s core activity, at the end of the year stood at approximately EUR 1.382 million compared to approximately EUR 1.638 million in 2024.

“In 2025, Marine Energy exceeded expectations in a more competitive market marked by lower prices, strengthening its results through a solid commercial structure, key account relationships and a focused approach to smaller bunkering hubs,” the company said.
“Commercial development was supported by further expansion towards Asian customers, including the opening of a dedicated Japan desk, while the unit prepared the basis for a future local presence.”

The company added that the transition towards a multi-fuel offering continued to move from strategy to operations.

In Singapore, the unit completed its first B100 biofuel bunker delivery through Marta Cosulich, demonstrating its ability to provide lower-carbon alternatives using its future-ready fleet.

The Group also entered into a strategic cooperation with a “long-established shipping player” to explore opportunities in methanol, LNG and ammonia bunkering.

The company added that fleet development remained central.

“Construction progressed on the new series of methanol-ready IMO II chemical bunker tankers, while Maya Cosulich was delivered in December,” it said.

“Designed for safe and efficient alternative fuel delivery, she represents another tangible step in expanding the unit’s physical capabilities for the evolving needs of maritime customers.”

Photo credit: Fratelli Cosulich
Published: 12 August, 2026