Biofuel

Bureau Veritas on biofuels: The transitional bunker fuel of today?

BV published an article stating that biofuels are a promising turnkey transitional fuel but outlined practical and technical issues that shipping companies should consider.

Published

3 years ago

September 29, 2023

Admin

Classification society Bureau Veritas on Thursday (28 September) published an article stating that biofuels is a promising turnkey transitional bunker fuel but outlined practical and technical issues that shipping companies should consider:

The race is on to transition to low-carbon alternative fuels and biofuels are gaining momentum. But what are they? Biofuels are gaseous or liquid fuels produced from biomass – organic matter of biological and non-fossil origin. Easily adaptable to existing vessels, biofuels are a promising turnkey transitional fuel. Let’s dive deeper to examine this promise.

ARE LOW-CARBON BIOFUELS CURRENTLY AVAILABLE?

Biofuels can be broadly categorized into three generations, some of which are ready for use in shipping, and others still maturing:

First generation, or conventional biofuels, are generated using agricultural crops, vegetable oil or food waste. These are the most commonly used biofuels worldwide.
Second generation, or advanced biofuels, are produced from- non-food biomass feedstocks like residual feedstocks from forestry or crops. They could have fewer negative environmental impacts relating to land use and food production.
Third generation biofuels are a future generation of biofuels currently needing further development, produced from algae and microbes.

Currently, first-generation biofuels are the most widely available. However, their scalability is constrained by the origin of their feedstock, which is food-purposed crops and thus entails direct and indirect land-use changes.

Second-generation biofuels, produced from non-food feedstocks such as forest biomass and agricultural crops, are free of some constraints associated with first-generation biofuels. Their role in decarbonizing shipping will likely be crucial. However, it will require a sharp uptake in supply, which inherently requires significant investments.

DO BIOFUEL PRODUCTION PATHWAYS MATTER?

Yes, they absolutely do! The way a biofuel is produced and the feedstock used are key when analyzing a biofuel’s lifecycle GHG emissions. They therefore have an impact on determining whether they can be considered as low-carbon fuel. There is currently no globally accepted standard or certification in place to ensure the end-to-end sustainable production of biofuels. First generation biofuels, for example, are carbon neutral on paper. But, this claim becomes far more complex from a well-to-wake perspective and when considering more holistic sustainability criteria.

What other kind of ramifications might biofuel production entail? For one, the land needed for production is already in high demand to expand croplands around the world. This puts first-generation biofuel production and food markets in competition with each other – not an easy battle to win. From an ethical standpoint, most would prioritize meeting global food demand over fueling ships.

WHAT SHIPPING COMPANIES NEED TO KNOW

When it comes to biofuel use there are two broad categories of considerations for shipping companies: the practical and the technical.

ON THE PRACTICAL SIDE…

Thus far, as with many fuels, it is difficult to predict the exact future prices of biofuels. Blending biofuels with fossil fuels can reduce the overall energy content which means more fuel is needed to maintain performance. Besides, maintenance may have to be adapted in cooperation with OEMs depending on which biofuels and blends are used. The latter can lead to additional OPEX costs that shipping companies will need to shoulder.

Another crucial factor is availability. At current production rates biofuels are unlikely to be able to meet a large proportion of global maritime demand. Competition with other sectors, such as land-based transportation, may compound concerns surrounding availability. This factor is not, however, specific to biofuels – availability remains a challenge for several other potential marine fuels.

The practical disadvantage of biofuels is a question of supply – particularly for the more ecological second- and third-generations. Theoretically, these later second generation biofuels could become a flexible and sustainable refueling option. Their required feedstocks are available worldwide, and port infrastructure should not require significant adaptations to accommodate them. Practically, however, they need to be produced at much greater scale.

AND THE TECHNICAL SIDE

One of the major advantages of biofuels is the maturity of compatible engines. Vessels typically require no modification to use biofuels, making them a “drop in” replacement for conventional marine fuels. This sets biofuels apart from the majority of alternative fuels – including hydrogen, ammonia and LNG – which require specific engines or fuel storage and supply systems.

Characteristically speaking, biofuels are similar to standard fuel oil. This means minimal investment would be needed to meet evolving regulations and ensure crew safety onboard.

WHAT REGULATIONS ARE IN PLACE FOR BIOFUELS?

The International Maritime Organization (IMO) is now developing guidelines for the life cycle GHG analysis of marine fuels, which is expected to be the cornerstone when considering the emissions reduction potential of marine biofuels.

Specific biofuel regulations may still be in the early stages, but ship operators are adapting their fleets now to comply with IMO emissions regulations. Biofuels may be part of the solution to reducing emissions and meeting compliance requirements. With a sustainable production pathway, biofuels promise significant carbon emissions reductions compared to standard fossil fuels.

Biofuels also appear to be in line with NO_x (nitric oxide and nitrogen dioxide) emission limits. The challenge, however, comes in proving compliance. This may require onboard emission testing or engine and fuel-specific NO_x emissions validation testing. However, the IMO regulations now consider blends of 30% biofuel or less in the same way as traditional oil-based bunkers.

BIOFUEL READY

To help the industry prepare for the use of biofuels or biofuel blends, Bureau Veritas created its BIOFUEL READY notation. It provides a set of requirements and comprehensive guidelines for the necessary documentation and testing. Suitable for new and existing ships, BIOFUEL READY is one example of how we leverage our transversal expertise to support the maritime industry’s decarbonization journey and safely progress innovative solutions. This includes assessing NO_x emissions, which remain at the forefront of current regulatory compliance.

Photo credit: Bureau Veritas
Published: 29 September, 2023

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Alternative Fuels

ENGINE on Fuel Switch Snapshot: LSMGO surges to greater premium over biofuel

B100 discount to LSMGO widens to $541/mt in Rotterdam; Singapore’s B100 drops to $106/mt below LSMGO; Rotterdam LBM at $639-833/mt discounts to LSMGO.

Published

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July 21, 2026

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ENGINE on Fuel Switch Snapshot: LSMGO surges to greater premium over biofuel

Once a week, bunker intelligence platform ENGINE will publish a snapshot of alternative and conventional bunker fuel prices in the world’s two biggest bunkering hubs. The following is the latest snapshot:

20 July 2026

B100 discount to LSMGO widens to $541/mt in Rotterdam
Singapore’s B100 drops to $106/mt below LSMGO
Rotterdam LBM at $639-833/mt discounts to LSMGO

B100’s premium over HSFO in Rotterdam has narrowed by $50/mt over the past week to $64/mt, while its discount to VLSFO has widened by $83/mt to $105/mt.

B100 has become far more competitive against LSMGO in Rotterdam, with its discount widening by $180/mt over the past week to $541/mt, as a surge in conventional fuel prices left B100 broadly unchanged by comparison.

B100’s price has risen by $109/mt in Singapore, but its discount to LSMGO has still widened by $102/mt to $106/mt, as LSMGO surged by an even greater $211/mt.

Rotterdam’s LNG premium over VLSFO has widened by $35/mt to $201/mt for vessels with Otto medium speed (Otto MS) engines. For vessels with diesel slow speed (diesel SS) engines, LNG has flipped to a $15/mt premium over VLSFO, from a $22/mt discount the prior week.

Liquefied biomethane (LBM) discounts to VLSFO in Rotterdam have narrowed by $50-52/mt to $203-396/mt over the past week. Against LSMGO, LBM discounts have widened by $45-47/mt to $639-833/mt, depending on engine type.

In Singapore, LNG is now $42/mt cheaper than LSMGO for vessels with Otto MS engines, and $134/mt cheaper for vessels with diesel SS engines.

ENGINE on Fuel Switch Snapshot: LSMGO surges to greater premium over biofuel

Liquid fuels

HSFO and VLSFO prices in Rotterdam have jumped by $66/mt and $99/mt respectively over the past week, while LSMGO has surged by an even steeper $196/mt. A $9.69/bbl ($71/mt) rise in front-month ICE Brent futures, to $87.94/bbl ($645/mt), drove bunker prices sharply higher across the board.

Bunker fuel availability is tight for prompt delivery dates in the ARA ports, with buyers advised to enquire about stems between 5-7 days ahead to get good coverage, a trader said.

Rotterdam’s B100 price has risen by $16/mt over the past week. Dutch ZRE A ticket prices were unchanged at €107.50/mtCO2e.

Singapore’s HSFO and VLSFO prices have risen by $130/mt and $132/mt respectively, while its LSMGO price has gained an even steeper $211/mt over the past week.

VLSFO availability in Singapore has been tight, with several suppliers reporting low stock levels. Recommended lead times have widened from 13–17 days last week to 14–19 days now.

Liquid gases

Rotterdam’s LNG prices have surged by $134-136/mt over the past week, while its LBM prices have climbed by $149-151/mt.

LBM discounts to LNG in Rotterdam have narrowed by $15/mt to $404-411/mt.

Singapore’s LNG bunker benchmarks have surged by $196-197/mt over the past week.

By Erik Hoffmann

Photo credit and source: ENGINE
Published: 21 July, 2026

Alternative Fuels

Repsol and Maersk wrap up first bioethanol bunkering operation in Port of Barcelona

Repsol supplied 2,800 mt of bioethanol to a Maersk container vessel, “Antonia Maersk”, in the first bunkering operation of its kind in the Port of Barcelona and one of the first in the Mediterranean.

Published

2 days ago

July 20, 2026

Admin

Repsol and Maersk wrap up first bioethanol bunkering operation in Port of Barcelona

Spanish energy company Repsol and shipping giant A.P. Moller – Maersk (Maersk) completed the first bioethanol bunkering operation in the Port of Barcelona, according to the port authority on Wednesday (15 July).

Repsol successfully supplied 2,800 metric tonnes (mt) of bioethanol to a Maersk container vessel, Antonia Maersk, in the first bunkering operation of its kind in the Port of Barcelona and one of the first in the Mediterranean.

The operation demonstrates growing demand for alcohol-based marine fuels, as well as the readiness of the infrastructure, logistics, and operational capabilities required to support their deployment at commercial scale.

Juan Abascal, Repsol’s Executive Managing Director of Industrial Transformation and Circular Economy, said: “With this supply, we reaffirm our commitment to the decarbonization of maritime transport through solutions that are available today and ready to scale in the future.

“At Repsol, we provide shipping companies with a reliable supply chain and a multi-energy strategy that combines different renewable fuels to support the sector in a safe, competitive, and sustainable transition.”

The supply took place in the Port of Barcelona under fully commercial conditions, bringing together key players across the maritime value chain and demonstrating how collaboration can accelerate the adoption of lower-emission solutions in shipping.

The delivery was carried out by Bahía Candela, Repsol’s newest bunker vessel, operated by Mureloil and designed to supply both conventional marine fuels and next-generation energy products.

During the bunkering operation, Bahía Candela operated using its battery system, enabling the fuel transfer to be completed with zero local emissions, and further reducing the environmental footprint of the operation.

Prior to the bunkering, Maersk tested ethanol on one of its smaller vessels, the 1,800 TEU feeder vessel Laura Maersk, which in 2023 became the world’s first dual-fuel container vessel able to operate on methanol. Today, Maersk has 23 dual-fuel container vessels designed to operate on methanol; however, the company continues to explore ethanol as an alternative fuel for its methanol-enabled vessels. Laura Maersk has performed sailings on 100% ethanol as well as blends of ethanol and methanol.

Emma Mazhari, Vice President Energy Markets at Maersk, said: “Following the successful ethanol trials conducted on Laura Maersk, this latest bunkering of Antonia Maersk marks another important step in our efforts to explore scalable low-emission fuel solutions.

“As the first ethanol trial on one of our large dual-fuel vessels, with a capacity of 16,000 TEU, it allows us to deepen our understanding of ethanol’s operational potential at scale.

“Building on the experience we have gained with methanol, we are working closely with port authorities and industry partners to develop the infrastructure and procedures needed to support ethanol bunkering. Ethanol is one of several pathways we are pursuing to diversify our future fuel portfolio and help accelerate the development of new, viable liquid marine fuel markets.”

Photo credit: Port of Barcelona
Published: 20 July, 2026

Biofuel

DP World, Svitzer switch harbour tug to HVO100 biofuel at London Gateway

“Svitzer Thames” switching from marine diesel to HVO can reduce CO₂ emissions by up to 700 mt annually, while also improving local air quality.

Published

2 days ago

July 20, 2026

Admin

DP World, Svitzer switch harbour tug to 100% HVO at London Gateway

Global logistics group DP World recently said the company bunkered the first harbour tug to use 100% Hydrotreated Vegetable Oil (HVO) fuel at London Gateway, in collaboration with Svitzer.

Svitzer Thames handles some of the world’s largest container ships at the port, and switching from marine diesel to HVO can reduce CO₂ emissions by up to 700 metric tonnes (mt) annually, while also improving local air quality.

“DP World and Svitzer are working together to use biofuel on tugs to reduce emissions in the UK, enabling cargo owners to actively reduce supply chain emissions at the source,” DP World said in a social media post.

“By transitioning to this lower lifecycle emissions solution, we are helping our customers to tackle scope 3 emissions and meet their sustainability goals along the supply chain.”

DP World partnered with marine services company Svitzer, under a partnership that will see its tug boats serving DP World’s ports transition to these fuels.

Manifold Times previously reported DP World supporting the bunkering of tugboat Svitzer Bargate using 100% Hydrotreated Vegetable Oil (HVO) in place of conventional diesel.

The operation was conducted at the Port of Southampton in the UK.

The company added that the emissions savings from this activity form part of the last nautical mile carbon inset credits under its Carbon Inset Programme, enabling cargo owners to actively reduce supply chain emissions at the source.

Photo credit: DP World
Published: 20 July, 2026