Biofuel

FOBAS: Blending of ‘unestablished’ biofuel feedstocks in marine fuels

FOBAS released a bulletin highlighting on ships receiving bunker fuels containing an ‘unestablished’ blend component which could potentially result in engine fuel pump and injector related damage.

Published

2 years ago

March 18, 2024

Admin

Lloyd’s Register Fuel Oil Bunkering Analysis and Advisory Service (FOBAS) on Friday (15 March) released a bulletin highlighting on ships receiving bunker fuels containing ‘unestablished’ blend component which potentially result in engine fuel pump and injector related damage :

Recently a number of ships in the Rotterdam area have, undeclared to them, received fuels with up to around 20% of an ‘unestablished’ blend component. One of these ‘unestablished’ products appears to have been a Cashew Nut Shell Liquid (CNSL) from undeclared source materials or production processes.

This was highlighted to FOBAS as a result of investigating a number of ships reporting having experienced engine fuel pump and injector related damage leading to operational problems which have been linked to the presence of ‘unestablished’ CNSL in the fuel as supplied.

Over the last year, LR FOBAS has had at least four ships reporting similar operational issues from bunkers loaded in Rotterdam, which have been subsequently identified with a significant presence of ‘unestablished’ CNSL. This indicates the continued practice on the part of some suppliers blending ‘unestablished’ biofuel feedstocks without essential evidence of its suitability for use in marine machinery and furthermore without any notification to the receiving ship to be so alerted.

This practice is contrary to the guidance by IMO on Best practice for suppliers on the quality of fuel oil delivered to ships. MEPC.1 /Circ. 875/Add.1 section ‘5’– where it states that:

5.3 Blend components should be tried and tested so that their typical properties and suitability for bunker production and how they combine with other components is well understood…… and

5.4 Where there are any uncertainties as to the nature and quality of blend component, any issue should be identified and resolved before its use in the production of bunkers.

Recognising that there is a wide range of possible biofuels, ISO 8217 specifies the now accepted bio-fuels: FAME and paraffinic fuels such as HVO, defined by the specifications of EN 14214, ASTM D6751 and EN 15940 respectively. These have been well tried and tested at sea over the past few years and are now generally acknowledged by equipment manufacturers (OEM), Classification societies (Class) and flag Administrations as acceptable ‘drop-in’ fuels.

It should be further understood by suppliers and ship operators that because of the diversity of feedstocks and production processes ‘No one biofuel / bio-oil product can be used as a reference fuel for all biofuels. Whilst blending in a marine fuel might result in the ISO 8217 tables 1 and 2 parameter limits being met, the onus is on the supplier to ensure that the delivered product has met the fundamental and inescapable requirement of complying with the workmanship clause defined under Clause 5 of ISO 8217.

LR FOBAS over the past year has been jointly working with a ship owner and a supplier to explore the use of one of the forms of their CNSL as a blend component. This collaboration has aimed at resolving the challenges of using CNSL, by carrying out a structured and phased process, as required by Class, which has included extensive engine test bench trials and analytical assessment of the specific form of CNSL blend on offer by the supplier. The outcome of this to date has led to a provisional acceptance of this form of CNSL, cleared by OEM, Class, and flag Administration to proceed to the sea-trial stage on a specific engine for subsequent approval.

In view of the above, it is recommended that a precautionary measure is taken at the bunker procurement stage where the purchaser makes clear that no biofuel product is to be used as a blend feedstock unless otherwise offered as an ‘established’ biofuel and agreed by all parties, thus seeking transparency from the supplier on the blend components to be used. It should be underlined that the use of any bioproduct as a blend component in marine fuels is not allowed by Clause 5 ISO 8217:2017 unless the end-user agrees to receive an established bio-grade fuel.

Furthermore, as always, attention should be given to the collection of bunker samples. It should be ensured that all parties have witnessed the sampling process and have signed and witnessed forms accordingly. The supporting documentation should include records of all the samples considered representative of the fuel as loaded.

Photo credit: Louis Reed from Unsplash
Published: 18 March 2024

Related Topics:Bunker fuel - Biofuel Bunker fuel quality - Bunker alerts

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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NYK starts one-year B100 bio bunker fuel trial on car carrier

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NYK starts one-year B100 bio bunker fuel trial on car carrier

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In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions.

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said.

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Dutch inland barge “Birjo II” to fully operate on B100 bio bunker fuel

Conversion of the barge to run on B100 demonstrates how existing barges can already contribute to a more sustainable transport sector, says Sunoil.

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Dutch inland barge “Birjo II” to fully operate on B100 bio bunker fuel

Biofuel producer Sunoil recently said it successfully converted the barge Birjo II to run on 100% biodiesel (B100), in collaboration with BFT Tanker Logistics.

The company said the conversion of the barge to run on B100 marks an important step toward reducing emissions within inland shipping and demonstrates how existing barges can already contribute to a more sustainable transport sector.

The Birjo II, owned by DK Shipping, is a large barge used for transporting biofuels on Dutch inland waterways. It is primarily used for transporting biodiesel from Sunoil’s production facility in Kampen to its storage locations, while also carrying out direct deliveries to customers.

By transitioning from fossil fuel to B100, the barge can reduce CO₂ emissions by up to 90% while continuing normal operations without replacing the engine itself.

“This makes Birjo II one of the first barges in the world capable of running fully on 100% biodiesel,” the company added.

The barge will be able to be fueled directly from Sunoil’s Kampen location, creating a fully integrated renewable fuel chain from production to transport and end use.

“What makes this project especially valuable for Sunoil is that Birjo II now operates on our own biodiesel while transporting renewable fuels between our locations and customers,” said Jeroen Hovius, Chief Commercial Officer at Sunoil.

“Together with BFT, we are continuing a strong long-term collaboration focused on practical solutions that help make inland shipping more sustainable. At the same time, this project creates a platform for the conversion and rollout of multiple barges operating on B100 across Europe.”

Sunoil said the successful conversion of Birjo II demonstrates that existing inland shipping assets can already be adapted today to significantly reduce emissions.

“It highlights how practical renewable fuel solutions can support a more sustainable future for inland shipping without requiring full vessel replacement,” it added.

Photo credit: Sunoil
Published: 3 June, 2026