\nAlthough most biofuels contain carbon, which is released as CO2\u00a0during combustion, many can still lead to significant reductions in carbon emissions.<\/p>\n
\u201cThis is because of the carbon cycle,\u201d says \u00d8yvind Sekkes\u00e6ter, Consultant in Maritime Environmental Technology at DNV and lead author of DNV\u2019s white paper. \u201cWhen biomass grows, it absorbs CO2\u00a0from the atmosphere. This can, in theory, negate the release of CO2\u00a0when biofuel is burned.\u201d<\/p>\n
\u201cHowever, in a life cycle perspective, there will still be emissions related to the harvesting of biomass, transportation and processing, meaning that 100% carbon neutrality is difficult to achieve in practice. This is particularly relevant now that shipping regulations, such as FuelEU Maritime, consider emissions on a \u2018well-to-wake\u2019 basis.\u201d<\/p>\n
Drop-in capability<\/strong> \u201cThis drop-in capability is very important, because it means that many biofuels can be applied directly to the existing fleet, where other decarbonization options might be difficult,\u201d says Sekkes\u00e6ter. \u201cThis is understandably an appealing choice for shipowners as it enables them to significantly reduce emissions without, for example, large-scale investment in engine retrofitting.\u201d<\/p>\n Supply of biofuels<\/strong> End-use sectors for liquid biofuels (left) and gaseous biofuels (right) in 2023, based on IEA<\/p><\/div>\n Shipping\u2019s share of global supply is extremely low. In 2023, this was around 0.7 Mtoe, accounting for about 0.6% of the global supply of liquid biofuels. This was similar to aviation, which accounted for around 0.5% of global supply in 2023. Road transport remains the prevalent user of biofuels, taking 98.9% of global liquid biofuel supply in 2023.<\/p>\n In 2023, biofuels accounted for just 0.3% of marine energy use.<\/p>\n Bunkering of biofuels mapped out<\/strong> \u201cWhile our research shows us that the supply of biofuels is still relatively low, bunkering has taken place in quite a high number of ports,\u201d says Sekkes\u00e6ter. \u201cAdditionally, data from Singapore and Rotterdam \u2013 the two largest bunkering hubs \u2013 shows that biofuel consumption in shipping is growing quite quickly.\u201d<\/p>\n Increasing biofuel sales in Singapore and Rotterdam<\/strong> Reported bunker sales of bio-blended fuel from Singapore and Rotterdam<\/p><\/div>\n Sales from these two ports were estimated to account for around half of all biofuel supply to shipping in 2023.<\/p>\n Demand for these blends is clearly on the rise, despite their additional cost to shipowners. \u201cBoth B24 and B30 have traded at a price premium of 30% to 60% relative to VLSFO since 2023,\u201d says Sekkes\u00e6ter.<\/p>\n The key drivers of biofuel markets<\/strong> \u201cThe voluntary market is currently the primary driver of demand for biofuels in the shipping industry, as societal expectations push cargo owners to reduce their Scope 3 emissions,\u201d says Sekkes\u00e6ter. \u201cLooking ahead, further demand will be stimulated by greenhouse gas regulations like FuelEU Maritime and IMO\u2019s mid-term GHG measures.<\/p>\n \u201cConversely, supply-side constraints like sustainable feedstock scarcity, competition with other sectors and logistical challenges will limit the growth of the marine biofuel market.\u201d<\/p>\n Technical considerations for the use of FAME and HVO<\/strong> Comparison of selected fuel characteristics for pure FAME and HVO, using MGO as the baseline<\/p><\/div>\n \u201cThese fuels possess distinct properties and characteristics, and even though feedback indicates that both FAME and HVO perform well technically, their compatibility with on-board systems can vary from ship to ship,\u201d says Per Einar Henriksen, Senior Consultant at DNV and co-author of the report. \u201cFor example, due to FAME\u2019s differing properties compared to standard fuel oils, some users need to replace certain components or make upgrades before use, while others experience a seamless transition without requiring any modifications.\u201d<\/p>\n Key recommendations before use of biofuels<\/strong> \u201cIt is recommended that shipping companies and operators conduct thorough preparations before introducing a new biofuel, such as performing risk and feasibility assessments,\u201d says Henriksen. \u201cWhile industry feedback indicates that operating on these fuel types generally proceeds well and without significant problems, it is essential to know what is being bunkered and ensure it complies with existing fuel standards and expected operating conditions. This is particularly important as there is an increasing range of off-specification fuels being marketed today as biofuels.\u201d<\/p>\n How can biofuels help achieve compliance with GHG regulations?<\/strong> To demonstrate compliance with each regulation, relevant biofuels must be documented to meet sustainability and GHG-reduction requirements through a Proof of Sustainability (PoS) or similar documentation. Along with the PoS, other essential documents such as bunker delivery notes and annual reports (DCS, MRV and FuelEU Maritime) are required for verification by the verifier\/authorities.<\/p>\n Biofuels as part of the future maritime energy mix<\/strong> \u201cBiofuels can play a significant role in the maritime energy transition,\u201d says \u00d8yvind Sekkes\u00e6ter. \u201cWe hope that stakeholders throughout the industry can draw on insights from this paper as they increase their uptake of biofuels over the coming years.\u201d<\/p>\n DNV.COM<\/p>\n","protected":false},"excerpt":{"rendered":" Biofuels are an increasingly attractive decarbonization option for shipowners. A new white paper from DNV […]<\/p>\n","protected":false},"author":23,"featured_media":255762,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[273,298],"tags":[307],"class_list":["post-255755","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-maritimes-news","category-seagoing-maritimes-news","tag-featured-en"],"yoast_head":"\n
\nPerhaps the most attractive aspect of biofuels is their ability to be used as a \u201cdrop-in\u201d fuel on existing vessels. This means that biodiesels like FAME (fatty acid methyl ester) and HVO (hydrotreated vegetable oil) \u2013 the two most commonly used biofuels in shipping today \u2013 can be used to fuel vessels designed for operation on conventional fuel oils, while liquefied biogas, or bio-LNG, can be used directly on board LNG-capable vessels. They can be either stand-alone fuel products or blends with conventional fuels.<\/p>\n
\nAccording to the white paper, the total global production of liquid biofuels (primarily ethanol, FAME and HVO) and biogases reached about 111 and 41 million tonnes of oil equivalent (Mtoe) respectively in 2023. The paper also estimates that about 15% of liquid and 65% of gaseous biofuels were based on advanced feedstocks as defined according to the EU Renewable Energy Directive.<\/p>\n![\"\"](\"https:\/\/maritimes.gr\/wp-content\/uploads\/2025\/03\/dnv_27032025-1.jpg\")
\nFor biofuels to play a major role in maritime decarbonization, supply and availability in major bunkering hubs will need to increase. Through a systematic review of public information, the DNV white paper has identified more than 60 ports where biofuel bunkering has taken place since 2015. While bunkering availability is quite geographically diverse, it is mainly concentrated in Europe and East Asia. Availability in North America, South America and Africa is more limited in comparison.<\/p>\n
\nTotal sales of bio-blended fuel in Singapore and Rotterdam increased from about 300,000 tonnes in 2021 to more than 1.6 million tonnes in 2024. The most common blend sold in Singapore has so far been B24 (meaning 24% biofuel by volume), while in Rotterdam it has been B30. In both cases, the biofuel blends primarily incorporate FAME and VLSFO (very low sulphur fuel oil).<\/p>\n![\"\"](\"https:\/\/maritimes.gr\/wp-content\/uploads\/2025\/03\/dnv_27032025-2.jpg\")
\nDrawing on in-depth interviews and written surveys with key players at the heart of the global biofuel ecosystem, including biofuel suppliers and shipowners, the DNV white paper identifies the three most important factors influencing the evolution of biofuels in shipping in the coming years: the voluntary market, greenhouse gas (GHG) regulations and supply-side constraints.<\/p>\n
\nAside from supply and market considerations, the white paper also functions as a technical guide for prospective biofuel users in shipping. This includes an extensive analysis of both FAME and HVO, drawing on interviews with shipping companies to ascertain practicalities and formalities related to their bunkering and usage.<\/p>\n![\"\"](\"https:\/\/maritimes.gr\/wp-content\/uploads\/2025\/03\/dnv_27032025-3.jpg\")
\nThe paper outlines key considerations for using both FAME and HVO fuels, including on-board preparations, potential modifications and inspections, while emphasizing the importance of consulting equipment manufacturers to address any uncertainties.<\/p>\n
\nAs shown in the white paper, the use of eligible biofuels can give significant benefits with respect to the Carbon Intensity Indicator as well as EU ETS and FuelEU Maritime regulations, including emissions reductions and a reduction in well-to-wake fuel intensity. It is also expected that biofuels meeting sustainability and other criteria yet to be specified will be credited with GHG reduction for \u00a0the upcoming IMO mid-term GHG measures.<\/p>\n
\nThe decarbonization of the maritime industry is starting to build momentum. However, this is a complex process which will involve a range of different fuels, technologies and other measures, such as energy efficiency.<\/p>\n