The following article regarding Europe and Africa bunker fuel availability has been provided by online marine fuel procurement platform ENGINE for post on Singapore bunkering publication Manifold Times:

• Prompt availability tight at Gibraltar Strait ports
• Rough seas complicate bunkering in Las Palmas
• Prompt supplies tight in Durban

Northwest Europe

VLSFO and HSFO availability remains tight in the ARA bunkering hub, with buyers recommended longer lead times of around 10 days to get competitive offers from a wide selection of suppliers, a trader told ENGINE.

LSMGO is available more readily and needs a shorter notice of around 5-6 days, the trader added.

The disruption in Hormuz has tightened availability of blending components in the ARA, which has affected the ability to produce on-spec fuels consistently, Peninsula said last week. This has complicated prompt availability of bunker fuel in the area.

Separately, the ARA’s independently held fuel oil stocks averaged 17% lower in May than in April, according to Insights Global data.

Fuel oil stocks have fallen to levels not seen in more than a decade. The fuel oil stock average in May was 44% less than in February, which was the month before the war started in the Middle East.

The ARA hub has imported 279,000 b/d of fuel oil in May, rising from April’s 207,000 b/d, according to data from cargo tracker Vortexa. 

Most of May’s supplies has arrived from Caribbean Netherlands (16%), Benin (12%) and Nigeria (11%).

The region’s independent gasoil inventories – which include diesel and heating oil – have averaged 6% lower this month than in April. Gasoil inventories have fallen to their lowest in nearly two and a half years.

The ARA hub imported 204,000 b/d of gasoil in May, up significantly from 143,000 b/d in April, Vortexa data showed.

Around 48% of May’s shipments has come from the U.S., while Saudi Arabia (13%) and the U.K. (8%) were some of the other major contributors.

In Germany’s Hamburg, buyers are requested to book stems with around five days of notice, a trader told ENGINE.

Fuel availability is stable off Denmark’s Skaw and in Sweden’s Gothenburg, but buyers are recommended to book around 10 days in advance to arrange deliveries of any fuel grade, according to a trader.

Mediterranean

Prompt availability of all fuel grades remains tight at the Gibraltar Strait ports, with buyers recommended lead times between 7-10 days, a trader told ENGINE.

Most suppliers in Gibraltar are delayed by around 12-24 hours on deliveries, port agent MH Bland said.

In the Canary Islands’ bunkering hub of Las Palmas, bunker fuel availability is tight for prompt delivery dates, and buyers are recommended lead times of around 7-10 days to get deliveries of any fuel grade, a trader told ENGINE.

High swells of around 2 metres are forecast in the area at least until 10 June. In such rough sea conditions, bunker operations are closed in the southern and northern outer anchorage areas, port agent MH Bland said.

Deliveries are being carried out in the inner anchorage and at the berth, with wait times of around 2-3 days, the port agent added.

In Portugal’s Lisbon, fuel availability remains normal, a source told ENGINE.

In Greece’s Piraeus, VLSFO availability is limited, a supplier told ENGINE. LSMGO and ULSFO have more demand in the port.

Fuel availability is stable in Türkiye’s Istanbul, and buyers are able to secure deliveries easily within 1-3 days, a local supplier told ENGINE.

Africa

VLSFO and LSMGO deliveries in Togo’s Lome and off Namibia’s Walvis Bay require around 10 days of lead time, a trader said.

High swells of around 2 metres may complicate deliveries off Walvis Bay.

In Nigeria’s Lagos, availability is stable and a supplier said delivery of VLSFO within 5-7 days is possible.

A supplier in Angola’s Luanda said they are awaiting VLSFO replenishments, but LSMGO deliveries can be done in around 3-4 days.  

In South Africa’s Durban and off Algoa Bay, prompt fuel availability is tight, with buyers requested to book around 5-7 days ahead, a trader said

In the Mozambican ports of Nacala and Maputo, buyers are recommended around 7-10 days of lead time for VLSFO supplies, a trader said.

In Senegal’s Dakar, VLSFO and LSMGO deliveries require around 5 days of lead times, a source told ENGINE.

In Mauritius’ Port Louis, fuel demand is strong and availability is tight. Buyers are recommended longer lead times of around two weeks for all fuel grades, according to a trader.

By Nachiket Tekawade

Photo credit and source: ENGINE
Published: 4 June, 2026

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

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

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. 

Photo credit: NYK
Published: 3 June, 2026