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

Integrated energy company Eni and MSC Cruises on Tuesday (12 May) announced the completion of a test of the use of Enilive’s Hydrogenated Vegetable Oil (HVO) diesel. 

This test confirmed the technical feasibility of using the biofuel in its pure form in the maritime sector to power cruise ship engines.

The initiative highlighted the value of HVO as a strategic energy carrier to support the decarbonisation of maritime transport and the reduction of life-cycle greenhouse gas (GHG) emissions, enabling shipowners to significantly cut emission-related costs and to meet the targets set by FuelEU Maritime regulation.

The trial was jointly carried out by Eni and MSC Cruises: during the tests, one of the engines of the cruise ship MSC Opera was powered for approximately 2,000 hours with pure HVO, without any engine modifications, while performance and emissions data were recorded.

This test demonstrated that HVO is an immediately applicable solution even for marine engines and without the need for technological upgrades, while ensuring performance in line with traditional marine fossil fuels.

The test also recorded lower emissions of both NOx (-16%) and particulate, as well as a significant reduction in GHG emissions inherent to the origin of the HVO product of around -80% compared to the use of traditional fuel; the reduction is due to the usage of 100% biogenic feedstocks in the HVO production process.

Technical data on engine performance and associated emissions were collected and assessed with the support of Wärtsilä, the engine manufacturer, and Bureau Veritas, which acted as an independent certifier to validate the experimental results.

Stefano Ballista, Chief Executive Officer of Enilive, said: “The trial with MSC has demonstrated how HVO diesel biofuel can contribute immediately to the decarbonization of maritime transport. It can be used in its pure form in marine engines validated for its use, allowing a reduction in climate-altering emissions – calculated along the entire supply chain – of between 65% and 90% compared to traditional marine fossil fuels. 

“HVO is produced at Enilive’s biorefineries in Venice and Gela, mainly from waste feedstocks such as used cooking oils, animal fats, and residues from the agri-food industry. For several months now, Enilive’s marine HVO diesel has been available at the ports of Genoa, Ravenna and Venice for direct delivery from the terminal to vessels via barge. The use of this fuel represents a viable solution for the decarbonization of maritime transport, contributing to compliance with the obligations set by the FuelEU Maritime regulation and reducing the emission-related costs.”

Michele Francioni, Chief Energy Transition Officer di MSC Cruises, said: “We are very pleased to have satisfactorily confirmed the technical feasibility of 100% HVO on our cruise ship as part of our continuous decarbonization efforts. 

“We believe HVO may play an important role in the decarbonisation of shipping and together with other immediately available fuels such as LNG and bio-LNG, constitutes an immediate opportunity that could be deployed on board cruise ships to accelerate the transition towards renewable fuels, bringing us a step closer to our ultimate goal of reaching net zero GHG emissions by 2050”.

Manifold Times previously reported Eni and shipping and logistics provider MSC Mediterranean Shipping Company signing a Memorandum of Understanding (MoU) aimed at developing joint initiatives in the field of sustainability and energy transition. 

The agreement includes the potential use of LNG as well as lower-carbon energy carriers, such as HVO and bio-LNG biofuels, as well as lubricants from renewable raw materials, for use on MSC fleets dedicated to both logistics and cruise transport. 

Related: Eni and MSC to jointly explore potential use of LNG and bio bunker fuels

Photo credit: Eni
Published: 12 May, 2026

The Maritime and Port Authority of Singapore on Wednesday (29 April) said it conducted trials in Singapore with NYK and MTI to test how autonomous vessel systems can interface with port-based system.

In 2024, MPA and NYK signed an MoU to advance cooperation in decarbonisation, digitalisation, and manpower development.

As part of this, trials were conducted with Elder Leader, Nippon Yusen Kabushiki Kaisha’s (NYK) first autonomous-capable car carrier, which made its inaugural call at the Port of Singapore on 29 April in its maiden voyage. 

“The 200-metre LNG-fuelled vessel represents a new generation of car carriers, combining decarbonisation-focused design with advanced digitalisation and autonomous navigation capabilities. While autonomous-capable, the vessel currently remains fully manned,” MPA said in a social media post.

These trials focused on operational integration—how shipboard autonomous systems communicate with shore-based systems—while maintaining full crew oversight for safety.

During the call, the following were carried out:

• Use of MPA’s Just-in-Time (JIT) platform to facilitate timely arrival of vessel and delivery of marine services for Elder Leader;
• Transmission of Elder Leader’s route plans to MPA’s Next-Generation Vessel Traffic Management System (NGVTMS) prototypes; and
• Remote pilotage trials, including exchange of pilotage routes between PSA Marine (PSAM) and the vessel, live video and data transmission to a shore-based control station, and communications between remote pilot and vessel.

“The trials provide useful insights into how autonomous-capable vessels can operate safely and efficiently in a busy port environment,” it said.

“They will inform the continued development of NGVTMS and shore-based systems to support Maritime Autonomous Surface Ships (MASS).”

Photo credit: Maritime and Port Authority of Singapore
Published: 30 April, 2026