Marine fuels
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The introduction of new regulations has caused fundamental change across the marine fuel markets. Reliable insight and data reflecting the market direction are more pressing than ever.
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Our global coverage of marine fuels delivers market-driven price assessments, supply and demand data, price forecasts, and forward curve prices. Along with the latest news, market commentary, and in-depth analysis led by our market experts, our comprehensive insight helps your business decide on the best suited alternative marine fuel for your needs.
Latest marine fuels news
Browse the latest market moving news on the marine fuels industry.
Asia-Pacific bio-bunkers: B30 firms in Singapore
Asia-Pacific bio-bunkers: B30 firms in Singapore
Singapore, 2 December (Argus) — Prices for B30 very-low sulphur fuel oil (VLSFO) blend in Singapore firmed on 2 December, supported by market indications. An indication on a delivered premium basis was seen at $285/t or at $709.25/t on an outright basis. No further indications were seen, with prices assessed at $699.25-709.25/t delivered on board (dob) basis. Discussions were thin for B24 VLSFO blend, with prices assessed at $639.25-644.25/t on a dob basis and in line with the slight dip seen in cargo values on the day. Meanwhile, February Ice Brent Singapore crude futures fell by 37¢/bl on the day to $63.15/bl, despite some supply concerns after two sanctioned Russian tankers were hit off Turkey. Offers for used cooking oil methyl ester (Ucome) in line with Argus methodology were at $1,165-1,180/t fob China across regions, but buying interest remained thin, participants said. The assessment was stable at $1,150-1,165/t fob China. Strait of Malacca bulk Ucome remained at $1,260-1,270/t fob. A trader, and a seller were was not offering volumes, both saw quiet markets. The seller also agreed with the current assessment. The daily commentary does not reflect all deals collected during the day. For a full list of daily, spot bunker deals and firm price quotes collected by Argus globally click here . Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Q&A: Marine decarbonisation to continue despite delay
Q&A: Marine decarbonisation to continue despite delay
Sao Paulo, 24 November (Argus) — The maritime sector is staying on course towards decarbonisation, with marine biofuels and LNG gaining traction in the short term, despite the IMO postponing its net-zero framework vote until October 2026, DNV global decarbonisation director Jason Stefanatos said. No single fuel is likely to be adopted at scale in the medium to long term, and alternative marine fuels will coexist as part of the path to net zero, he said. Edited highlights follow. IMO delegates have postponed a vote on the net-zero framework until next year. What's your view on the delay, and how might it impact the adoption of alternative bunker fuels? The postponement of the IMO net-zero framework highlights the need for greater clarity on its practical implementation. But while the delay creates some uncertainty, the industry's decarbonisation targets remain unchanged. DNV's October 2025 AFI data confirms that the industry's commitment to alternative fuels remains strong Which fuels are the leading trend in maritime decarbonisation in the short and long term? In the short term, both LNG and biofuels are leading trends in maritime decarbonisation because of LNG bunkering infrastructure and because biofuels are drop-in. Over the longer term, the transition will diversify, adding more fuels in the mix, with methanol, ammonia, hydrogen and e-fuels expected to play roles as technology, supply and regulatory frameworks mature. There is no trend in the long term. The most suitable fuel and technology will be determined by each operator's specific fleet characteristics, operational requirements, overall commercial objectives, as well as global and regional geopolitical decisions and developments. With the energy transition underway in the maritime sector, is ethanol an option for mid- and long-term decarbonisation? Ethanol is technically feasible as a marine fuel, and has gained more popularity in the past months due to technical developments by engine makers and developments on the supply side. Although the vast majority today does not come from sustainable biomass, it is a promising new fuel that could play a role in the future. Its similarities with methanol enable methanol-fuelled vessels to easily switch to ethanol if needed, providing further fuel flexibility, which is important during high uncertainty times. E-fuels have been identified as a potential net-zero fuel. How do you see their development as a marine fuel, considering they are not currently available at commercial scale? E-fuels are presented as a long-term solution for maritime decarbonisation, but their commercial availability and cost competitiveness remain challenges for widespread adoption. Demand is expected to grow as regulatory requirements tighten, but supply will depend on large-scale investments in renewable energy and production capacity. Ammonia is a possible alternative fuel for the future, but barriers to its adoption remain, DNV said in a recent publication. Why does it make sense to invest in ammonia as a bunker fuel when other fuels are more established and safer? Ammonia has benefits and barriers on its adoption. On the benefits side, ammonia is a fuel without carbon content, can act as a hydrogen carrier, and has some basic infrastructure and technology in place, as there are already vessels operating with ammonia. On the other hand, safety and technical issues will require a lot of industry effort to be overcome. The FuelEU Maritime regulation introduced a 2pc reduction target for GHG emissions from vessels in 2025. Individual EU countries are implementing their own RED III regulations this year. Are these emission policies driving demand for alternative fuels, or should the EU consider tightening its restrictions? And what do these regulations mean for the wider global market? These regulations are drivers for alternative fuel demand in shipping and have contributed to accelerating investment in low-GHG fuels and technologies. However, the global impact will depend on how IMO regulations will be agreed and defined by the delegates. Some uncertainty remains as further regional regulations could lead to uneven competition and increased complexity for international operators. By Natália Coelho and Gabriel Tassi Lara Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Singapore’s MPA affirms net zero commitment: Correction
Singapore’s MPA affirms net zero commitment: Correction
Corrects details of IMO vote procedure in first and fifth paragraphs Singapore, 29 October (Argus) — Singapore's proposal to defer a vote on the International Maritime Organization's (IMO) Net-Zero Framework (NZF) earlier this month was a strategic step to safeguard the progress made in developing the framework, the Maritime and Port Authority of Singapore (MPA) said. "By the final day of the IMO meeting, the mood was no longer conducive for a vote on the adoption of the Net-Zero Framework," MPA told A r g u s . "Singapore assessed that, on balance, deferring the vote would best preserve the progress already made on the NZF." As a key IMO member state, Singapore proposed the delay to allow more time for member states to address outstanding differences and build broader, more durable support across the organisation. The MPA clarified that the postponement does not reflect a shift in Singapore's decarbonisation goals. "Singapore remains committed to accelerating maritime decarbonisation," the MPA spokesperson affirmed, noting that the pause would not hinder ongoing efforts to promote greener shipping. The vote on the NZF was deferred by a year , following a motion tabled by Saudi Arabia and seconded by Liberia to adjourn the meeting. The framework aims to introduce a global greenhouse gas (GHG) emissions pricing mechanism for international shipping. Some market participants, such as Danish shipping firm Maersk, viewed the delay as a setback for green fuel development. But stakeholders in China's green methanol sector remain optimistic, continuing with investment and production plans. Overall, industry players expect limited short-term impact, as current demand for green marine fuels is largely driven by EU regulations , such as FuelEU Maritime and the Emissions Trading Scheme (ETS). The delay also offers an opportunity to reassess investment strategies and technological advancements, with the NZF expected to be revisited by the IMO in 2026. By Mahua Mitra Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
Brazil shippers propose Mercosur green fuel corridor
Brazil shippers propose Mercosur green fuel corridor
Sao Paulo, 28 October (Argus) — Brazil's cabotage association Abac wants to create a sustainable maritime fuel corridor for Brazilian-flagged vessels sailing between countries of the Mercosur market block, the institution's president Luiz Fernando Resano told Argus . The green corridor proposal — in which vessels that use lower-carbon fuels such as biodiesel and ethanol would receive tax benefits — is expected to be presented at the next meeting of the commission of experts on maritime transport of South American countries in Paraguay in April. But Resano said the project has no set date for starting, and that Abac will conduct research until April to propose the route and suggest ports and fuels to be included in the project. Currently, Brazilian state-controlled Petrobras is the only company capable of supplying alternative bunker fuels among the five Mercosur members Argentina, Bolivia, Brazil, Paraguay and Uruguay, — a 24pc blend of biodiesel bunker fuel at the port of Rio Grande . Expanding the availability of lower-carbon marine fuels in the region would require significant time and effort. Brazil, for example, would need to adapt its port infrastructure to supply biodiesel and ethanol for bunkering, Resano said. Public policies must be created to boost the production of alternative fuels, as the world is moving toward more robust decarbonization goals, even with the postponement of the approval of the International Maritime Organization's (IMO) net-zero framework , he said. If IMO's carbon pricing mechanism proposal moves forward next year and comes into effect in 2028, Brazil may not have enough time to prepare for decarbonization, he said. The green corridor, then, would act as a driver of regional demand to prepare the supply chain for the future, Resano said. Abac's proposal is a way to leverage Brazil's potential in the energy transition, given that Brazil is the second-largest biofuel producer in the world, according to the International Energy Agency. It produced approximately 26,400 m³/d of biodiesel in January-September, data from hydrocarbons regulator ANP show. By Gabriel Tassi Lara Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.
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