Alternative Fuels

XFuel: Second-generation biofuels will unlock new possibilities in shipping’s green new era

Advanced biofuels allow shipowners, bunker suppliers, and port authorities to freely blend biofuel and non-biofuel bunkers to cut their emissions, says Dr Nicholas Bell, CEO of XFuel.

Published

3 years ago

September 22, 2022

Admin

The following is an article written by Dr Nicholas Ball, CEO of second-generation biofuel and refinery provider XFuel on the role second-generation biofuels can play in accelerating shipping’s decarbonisation. The article was shared with Singapore bunkering publication Manifold Times:

Second-generation biofuels from sustainable waste feedstocks are urgently needed to accelerate shipping’s decarbonisation transition, and deliver a cost-effective and fast path to net-zero.

The shipping sector is increasingly recognising the importance of decarbonisation. However it still lacks a definitive pathway to reach it. Regulators, including the IMO and the EU, have set concrete emissions reduction targets – with even more ambitious targets expected in the coming years. At the same time, cargo owners are starting to put commercial pressure on shipowners and charterers to deliver low-carbon options today.

Yet, commercial shipping is widely recognised as one of the hardest sectors to decarbonise. According to a recent report by think tank Nordic West Office, entitled Maritime Transition Scenarios, on its current trajectory, the shipping industry will fail to meet the IMO targets of 50% CO2 reductions by 2050. It might meet Paris targets under the most optimistic of scenarios, but this isn’t guaranteed.

This sentiment of “falling short of targets” appears consensual. In September, London-based energy consultants Argus Media warned that the upcoming Cop 27 was unlikely to speed up maritime emissions cuts. Equally, MAN Energy Solutions’ Chief Sales Officer Wayne Jones recently warned that the marine industry is moving too slowly in relation to decarbonisation, and encouraged regulatory bodies to adopt regulations that invite capital into the production of green fuels.

Indeed, if shipping is to reach zero carbon it will need new technology, which will require significant investment, particularly when it comes to fuels and scaling them up. The vast majority of mooted new fuels (such as hydrogen, ammonia or methanol) require new engines alongside an entire new global bunkering supply chain and infrastructure.

Flexible feedstocks and true sustainability

A biofuel’s feedstock, or raw ingredient that is converted into fuel, dictates its commercial viability and its sustainability. Food crops have traditionally been used to create first-generation biofuels. While first gen biofuels have broadly helped to reduce transport GHG emissions over several decades, they possess clear limitations.

Biofuels that use crops either require that food crops are replaced, or that more land is converted into farmland. This raises legitimate questions about their saleability. Increasing first-generation biofuel production to meet projected demand will not be possible without dramatically impacting food security or deforestation.

This is where second-generation or advanced biofuels come in – low carbon fuels from abundant and sustainable waste feedstocks that can meet immediate demand with little or no need for adaptation, and without the risk of destabilising agricultural and forest systems.

So how do we scale advanced biofuels? A typical box ship will have the capacity to take on between 1.5 and 2 million gallons of bunkers. For a second-generation biofuel to be viable in the long term, a feedstock must therefore be available in large enough volumes in the right location to meet fuel demand (although there is also immense value for anything that can be used as a drop-in fuel and introduced gradually).

Hydrotreated Vegetable Oil (HVO) – currently the most available second-generation biofuel on the market – highlights this concern. It is created through expensive hydrocracking or hydrogenation processes with vegetable oil or animal fats, which are not available in high enough quantities to represent a turnkey solution on a global scale.

But there are other existing options, with availability that can be scaled to meet the industry’s demand. This has been our focus at XFuel – to develop second-generation technology that is able to use a wide range of biomass waste as feedstock. This means that we are able to source abundant and sustainable waste from the manufacturing, construction, and agricultural sectors to use as feedstock. This waste can be sourced in virtually any coastal area, and does not threaten food security or contribute to environmental degradation.

A complete replacement

The majority of biofuels available today either cannot be used as a complete replacement for traditional bunkers, or are costly to produce. This represents a major barrier to widespread adoption and commercialisation, and makes it difficult for ports, bunker suppliers, and shipowners to create an effective supply infrastructure.

Moreover, the compatibility issues associated with many current biofuels often mean that traditional infrastructure cannot be used. For example, the corrosive nature of some often means that storage and transfer infrastructure must be replaced or adapted, requiring significant long-term investment.

Yet, it is possible to create a biofuel that can be used as a complete replacement in existing engines and infrastructure at a competitive price to traditional VLSFO or ULSFO marine fuels. XFuel’s low carbon sustainable fuels achieve this, using a highly efficient and non energy-intensive biorefinery method to produce ‘drop in’ products that meet the specifications of a traditional fossil fuel i.e. ISO 8217:2017 for shipping.

This low pressure, low heat process reduces the marginal cost of producing fuels (OPEX), making us price competitive and allowing our projects to have low CAPEX requirements that deliver profitability for small and large projects alike.

Second-generation biofuels can help the shipping sector meet its decarbonisation objectives today, without waiting on new technologies or massive global infrastructure projects. High-quality advanced biofuels allow shipowners, bunker suppliers, and port authorities to take a flexible and practical approach to cutting their emissions, freely blending biofuel and non-biofuel bunkers. It is paramount that the sector starts advancing towards a sustainable second-generation future as soon as possible.

Photo credit: XFuel
Published: 22 September, 2022

FuelEU

FincoEnergies launches pooling service for FuelEU Maritime compliance

FuelEU Pooling service enables undercompliant vessels to meet their compliance targets by pooling with vessels running on GoodFuels sustainable bio bunker fuels.

Published

8 hours ago

April 21, 2025

Admin

GoodFuels biofuel supplier FincoEnergies on Wednesday (16 April) announced the launch of its FuelEU Pooling service, created to enable shipowners to meet FuelEU Maritime compliance in a cost-effective way.

FuelEU Maritime, effective from 1 January 2025, mandates the reduction of greenhouse gas intensity of energy used on board ships trading in the EU. For many operators, particularly those with limited access to low-carbon fuels, compliance can be both complex and costly.

Designed for shipowners, operators, charterers, and technical managers, FincoEnergies’ FuelEU Pooling service enables undercompliant vessels to meet their compliance targets by pooling with vessels running on GoodFuels sustainable biofuels, when these vessels are overcompliant and have ‘Surplus’ emission reduction available for allocation.

FincoEnergies also partnered with Lloyd’s Register (LR), who supported the development of the service. Their technical expertise has enabled shaping a solution that aligns with both regulatory requirements and FincoEnergies' established position as a biofuel supplier in the fuel supply chain.

“FuelEU Maritime represents one of the most important regulatory shifts for the shipping industry in decades,” said Alberto Perez, Global Head, Maritime Commercial Markets at LR. “By integrating technical expertise with strategic guidance, we ensure shipowners, operators, and suppliers not only comply with evolving emissions standards, but also proactively transform their operations, embracing new technologies and alternative fuels to ensure a sustainable and profitable future.”

“With a decade of experience in biofuel bunkers and carbon certificate trading in the voluntary market, we are excited to expand our creative and solution-oriented product portfolio with FuelEU Pooling,” said Johannes Schurmann, Commercial Director International Marine at FincoEnergies.

“Thanks to our physical presence in the supply chain, shipping companies looking for FuelEU surplus can confidently rely on us as a trusted partner in their decarbonisation journey.”

Through its role as Pool Organiser, FincoEnergies streamlines the entire pooling process – from performing biofuel bunkers and prefinancing Surplus, to Surplus allocation and pool verification. With cost-effective pricing, FuelEU Pooling provides shipping companies with a competitive alternative for changing their fuel mix themselves.

Photo credit: FincoEnergies
Published: 21 April, 2025

LNG Bunkering

Ballast Nedam Infra and Hakkers Waterbouw to build sea jetty for new LNG terminal

Jetty, which will be built as part of a LNG terminal in Germany, will be equipped to receive ships up to 267,000 m³; a smaller berth will be built for LNG bunker vessels and barges.

Published

8 hours ago

April 21, 2025

Admin

Ballast Nedam Infra and Hakkers Waterbouw to build sea jetty for new LNG terminal

Netherlands-based Hakkers Waterbouw recently said it will be partnering with Ballast Nedam Infra for the construction of a large sea jetty as part of a new LNG terminal in Brunsbüttel, Germany.

The jetty will be equipped to receive ships up to 267,000 m³. In addition to the main berth, a smaller berth will also be built for LNG bunker vessels and barges. The jetty offers an unloading capacity of 14,000 m³ per hour and a loading capacity of 3,000 m³ per hour.

“The development of the LNG terminal and sea jetty fits in with the growing demand for sustainable energy solutions in Europe,” Hakkers said on its website.

“The project contributes to the European energy transition and to a safe, reliable energy supply for the future. With this collaboration, Ballast Nedam Infra and Hakkers Waterbouw are taking an important step in the realisation of sustainable infrastructure and further European collaboration.”

The order was placed on behalf of German LNG and will be executed as a subcontractor to main contractor CS Gas North. This is a collaboration between the Spanish companies Cobra and Sener.

Construction of the sea jetty will start in the summer of 2025 and is expected to be completed in early 2027.

Richard Majoor, director at Ballast Nedam Infra, said: “In combination with Hakkers and CS Gas North, we want to build a proactive and efficient collaboration.

“Ballast Nedam and Hakkers complement each other well: Ballast Nedam has extensive experience in project management for complex construction projects, while Hakkers, as a specialist in hydraulic engineering and steel construction, adds substantive value.”

Hein van Laar, commercial director at Hakkers Waterbouw, added: “As a specialist in heavy hydraulic engineering piling and steel construction, we are particularly proud to realise this project. We see that we can really add something in Germany with our expertise.”

Photo credit: Hakkers Waterbouw
Published: 21 April, 2025

Newbuilding

Chinese shipbuilder delivers CMA CGM’s Singapore-flagged LNG-powered boxship

CMA CGM welcomes “CMA CGM SEINE”, the first in a four-ship series of 24,000 TEU LNG dual-fuel container ships, by Hudong-Zhonghua Shipbuilding, according to BV Marine & Offshore.

Published

4 days ago

April 17, 2025

Admin

Chinese shipbuilder delivers CMA CGM’s Singapore-flagged LNG-powered boxship

Bureau Veritas Marine & Offshore (BV) on Wednesday (16 April) announced the successful delivery of CMA CGM SEINE, a new 24,000 TEU LNG dual-fuel container ship, by Hudong-Zhonghua Shipbuilding (HZSY).

This milestone marked the completion of the first vessel in a four-ship series, with BV providing classification and BV Solutions Marine & Offshore (BVS) providing advisory services.

It is CMA CGM’s first LNG-powered vessel flying the Singaporean flag with a capacity of 24,000 TEU.

It was reported that CMA CGM planned to expand its fleet and vessel tonnage, adding more vessels under the Singapore Registry of Ships. To support the transition to more sustainable fuels, CMA CGM said it would register and bunker alternative fuel vessels under the Singapore flag.

Xavier Leclercq, Vice President of CMA Ships, said: “Today’s delivery of the ‘CMA CGM SEINE’ featuring LNG as fuel at such a large scale, will remain a major landmark in the shipping world and embodies the engagement of the CMA CGM group toward an ambitious decarbonisation path, leading the way to our industry.”

Mr. Xiufeng ZHANG, Vice General Manger of Hudong-Zhonghua shipyard, said: “CMA CGM SEINE, as the lead ship of the four 24,000-TEU LNG dual-fuel powered container ships ordered by CMA Ships from our company, stands as a new-generation maritime ‘Green Giant’ and ‘super cargo hauler’.”

The vessel integrates a dual-fuel propulsion system supported by GTT Mark III membrane-type LNG bunker tanks, with a total capacity of 18,600 cubic meters, designed to enhance both environmental performance and operational efficiency.

Measuring 399.9 meters in length and 61.3 meters in beam, the vessel has a carrying capacity of 23,876 TEU and is equipped with a WinGD W12X92DF-2.0 dual-fuel main engine, incorporating the Intelligent Control by Exhaust Recycling (iCER) system.

This configuration significantly reduces methane emissions and enables compliance with IMO Tier III emission standards when operating in "Diesel + iCER mode".

BV worked closely with the engine manufacturer and the shipyard to test the parent engine and issued the Engine International Air Pollution Prevention (EIAPP) certificate, establishing a foundation for compliance across the series. The iCER system optimises energy efficiency, achieving an Energy Efficiency Design Index (EEDI) reduction well beyond the IMO’s Tier III standards.

To address the critical sloshing challenges in large-volume LNG bunker tanks, BVS performed direct computational fluid dynamics (CFD) simulations. The verified pressure data was provided to the design unit for structural strength checks, ensuring the safety of the cargo containment system and hull support structure.

The vessel features advanced technologies to boost operational performance and energy efficiency. Equipped with the SmartEye intelligent monitoring system and the TotalCommand full-control system, it achieves automated precision control during berthing, significantly reducing berthing time and enhancing port operations.

Energy efficiency is further improved by applying variable frequency drive (VFD) technology to the engine room fans and seawater cooling pumps. Meanwhile, the WinGD Data Collection Monitoring (DCM) system offers real-time tracking and analysis for the dual-fuel main engine, supporting operational optimisation.

BV also supported the upgrade of BV certified boil-off gas (BOG) compressors by conducting sea trial tests and re-issuing product certificates, facilitating seamless system commissioning and vessel delivery.

Photo credit: Bureau Veritas Marine & Offshore
Published: 17 April, 2025