Biofuel producer Sunoil Biodiesel on Friday (21 August) said its inland barge, Birjo II, has been running successfully on B100, since the conversion of the barge.

The conversion of the barge to run on B100 was done in collaboration with BFT Tanker Logistics.

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. 

“Following its conversion from fossil fuel operation, the Birjo II has since started operating on 100% biodiesel (B100), and the experience in day-to-day operations is looking positive,” the company said in a social media post.

Johann de Koning, General Manager at BFT Tanker Logistics, said: “So far, everything is running quite well. The filter system is being monitored closely and, at this stage, the results are better than we had anticipated.”

Jeroen Hovius, CCO at Sunoil, said: “This milestone marks an important next step for Sunoil and BFT. The barge is now successfully running on our own Dutch-produced Sunoil B100 while transporting biodiesel between our locations and customers, putting renewable fuel into practice in day-to-day inland shipping operations.” 

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

Photo credit: Sunoil Biodiesel
Published: 24 August, 2026

The US could support an International Maritime Organization (IMO) net-zero framework (NZF) that recognises LNG and bio-LNG as qualifying fuels, Federal Maritime Commission chairman Laura DiBella said, signalling Washington’s possible position for the IMO’s Marine Environment Protection Committee (MEPC) extraordinary session in December 2026.

22 August 2026

The statement suggests the US could work with a revised NZF rather than oppose any global framework for cutting shipping emissions. This could ease market concerns that Washington might reject all versions of the framework and obstruct the IMO’s attempt to advance maritime decarbonization. Any viable version of the IMO’s NZF must allow the “maximum range” of alternative fuels, including LNG and bio-LNG, DiBella said in a statement.

“Efforts toward emissions reductions must be linked explicitly to demonstrated viability and realistic availability of alternative fuels, not a pre-determined, rigid implementation date or limited fuel options,” she said. Alternative fuels must meet agreed criteria for affordability, global availability and scalability, while conventional and transitional fuels should remain in use, she added.

The US has opposed the NZF in its current form, arguing that it could impose high costs on shipping, energy producers and consumers, while favoring expensive fuels that have not shown sufficient availability or commercial viability.

A US submission ahead of the IMO’s MEPC 84th session in late April in London called for an approach without carbon taxes, fuel-type restrictions or penalties against existing propulsion technologies. But DiBella’s comments show conditions under which US concerns could be addressed, with LNG and bio-LNG at the core of that position.

Discussions on emissions cuts must include both fuels, which could “realistically supply over 60pc of global maritime fuel by 2050”, DiBella said. Bio-LNG can use existing LNG infrastructure and serve the expanding fleet of LNG-fuelled vessels, avoiding some costs of building a new fuel supply chain, she added.

A global fuel standard could also provide long-term demand certainty to support investment and expand bio-LNG supply, particularly in the US, DiBella said. The policy challenge, therefore, is not to abandon alternative fuels because future demand may increase their price, but rather it is to design a framework that allows supply and infrastructure investment to grow alongside demand, she said.

The US is the world’s largest natural gas producer and LNG exporter. US dry gas output rose by more than 4pc to a record 39 trillion ft³ in 2025, while LNG exports increased from around 500mn ft³/d in 2016 to 15bn ft³/d last year

The US Energy Information Administration expects exports to exceed 18.1bn ft³/d in 2027, supported by new liquefaction capacity.

The IMO approved the NZF at MEPC 83 in April 2025, including a global marine fuel standard and a greenhouse gas emissions pricing mechanism. But members adjourned the extraordinary MEPC session on formal adoption in October 2025 and agreed to reconvene after 12 months to allow more time to build consensus.

By Gabriel Tassi Lara

Photo credit and source: Argus Media
Published: 24 August, 2026

Agri-business Olam Agri on Thursday (20 August) said it successfully completed Singapore’s first bio-bunkering operation with Vitol Bunkers, using Very Low Sulphur Fuel Oil (VLSFO) co-processed with Cashew Nutshell Liquid (CNSL), showcasing a waste-to-energy approach. 

MV Scion Mathilda was supplied with 246.5 metric tonnes (mt) of co-processed VLSFO at the Port of Singapore, comprising 212 mt of conventional VLSFO and 34.5 mt of co-processed CNSL VLSFO. The product was supplied by Vitol Bunkers and procured by Olam Agri’s ocean freight business.

The fuel was subsequently consumed during a voyage from Caofeidian (China) to Rotterdam (Netherlands), followed by a ballast leg from Rotterdam to Barcarena (Brazil). 

Total fuel consumption across the voyage comprised 1,354 mt of VLSFO, 101 mt of MGO and 34.1 mt of co-processed VLSFO. The vessel completed the voyage without any operational remarks, confirming the product’s performance in real-world conditions.

The operation marks a significant step forward in the search for practical, scalable alternatives to conventional marine fuels, and demonstrates that meaningful greenhouse gas (GHG) reductions can be achieved without any change to vessel operations.

Martin Fynbo, Head of Bunkers at Olam Agri’s ocean freight business, said: “The successful deployment of this product, achieving verified greenhouse gas mitigation alongside ensuring operational integrity, serves as a definitive proof of concept. This milestone provides validation to a traditionally risk-averse sector, demonstrating that a previously disregarded bio-product solution can both be operationally viable and sustainable.”

Sherman Yeo, Trading Manager, Vitol Bunkers, said: “This operation proves that co-processed VLSFO can be delivered and consumed at sea without any compromise to vessel performance or operational routine. The mass balance solution we have developed opens up a genuinely new avenue for GHG reduction in marine fuels.”

The co-processed VLSFO carries a GHG intensity of 2.02 gCO2eq/MJ, delivering savings of at least 120 MT CO2eq compared with conventional VLSFO on an equivalent basis. This outcome was achieved with no additional onboard handling or fuel treatment requirements.

Vitol’s co-processing and mass balancing methodology resolves a longstanding challenge in the use of CNSL as a marine biofuel. Direct blending of CNSL has historically been dismissed by the industry due to material compatibility and handling issues. By co-processing CNSL within the refinery stream, Vitol has opened a commercially viable pathway for CNSL to contribute to GHG reduction in shipping.

The co-processed VLSFO used in this operation conforms to RMG380 VLSFO grade and has the same chemical composition and quality as conventional fuel, eliminating the need for additional permissions or special clauses in charter party agreements.

“CNSL, derived as a by-product of cashew processing, represents an underutilised feedstock with genuine potential as a scalable marine biofuel component,” Olam Agri added. 

“This trial demonstrates that with the right processing approach, it can be integrated into existing supply chains without disruption.”

Photo credit: Vitol
Published: 21 August, 2026