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by Robin Whitlock (Renewable Energy Magazine) European Commission President Ursula von der Leyen has confirmed to MEPs that the EU should consider allowing higher ethanol blending in petrol in order to de-fossilise Europe’s car fleet more effectively.
Von der Leyen specifically mentioned E20, a petrol blend with up to 20 percent renewable ethanol, as a viable alternative to fossil fuel with lesser amounts of biofuel, and suggested the Commission would look at updating the EU’s Fuel Quality Directive to authorise its use.
Across most of the EU, the current maximum ethanol blend in petrol is E10, with up to 10 percent renewable ethanol produced from multipurpose crops, waste and residues. Production and use of European renewable ethanol reduces GHG emissions by 79 percent on average compared to fossil petrol.
“The Commission confirms the role that higher biofuel blending can play in decarbonising existing vehicle fleets” Von der Leyen wrote in a letter to three German MEPs, according to the Bild newspaper. “As part of the revision of the policy framework for fuels, the Commission will consider authorising higher ethanol contents (E20), taking into account in particular any problems related to the suitability of engines in existing vehicles for this fuel, as well as the need to incentivise investment in advanced biofuels.”
This comes just as the Commission released its AccelerateEU communication aimed at assuring European energy security and reducing dependence on foreign oil, in which it also calls for increased domestic EU production of sustainable biofuels.
It is an indication that the Commission considers EU renewable ethanol biorefineries as strategically important for the production of food, feed, fuel and biogenic CO2 to help achieve Europe’s goals for transport decarbonisation, energy independence, food security and industrial and agricultural autonomy. READ MORE
Related articles
Excerpt from ePURE: In a letter to MEPs, Ursula von der Leyen says the EU will consider authorising increased blending of renewable ethanol in petrol to reduce dependence on foreign oil
European Commission President Ursula von der Leyen has confirmed to MEPs that the EU should consider allowing higher ethanol blending in petrol in order to de-fossilise Europe’s car fleet more effectively.
Von der Leyen specifically mentioned E20, a petrol blend with up to 20% renewable ethanol, as a viable alternative to fossil fuel with lesser amounts of biofuel, and suggested the Commission would look at updating the EU’s Fuel Quality Directive to authorise its use.
Across most of the EU, the current maximum ethanol blend in petrol is E10, with up to 10% renewable ethanol produced from multipurpose crops, waste and residues. Production and use of European renewable ethanol reduces GHG emissions by 79% on average compared to fossil petrol.
“The Commission confirms the role that higher biofuel blending can play in decarbonising existing vehicle fleets,” Von der Leyen wrote in a letter to three German MEPs, according to the Bild newspaper. “As part of the revision of the policy framework for fuels, the Commission will consider authorising higher ethanol contents (E20), taking into account in particular any problems related to the suitability of engines in existing vehicles for this fuel, as well as the need to incentivise investment in advanced biofuels.”
This comes just as the Commission released its AccelerateEU communication aimed at assuring European energy security and reducing dependence on foreign oil, in which it also calls for increased domestic EU production of sustainable biofuels.
These are welcome signs that the Commission recognises the strategic importance of EU renewable ethanol biorefineries producing food, feed, fuel and biogenic CO2 to help achieve Europe’s goals for transport decarbonization, energy independence, food security and industrial and agricultural autonomy.
These words should be followed up with urgent additional actions to unleash the potential of the domestic renewable ethanol industry for replacing fossil fuel, giving EU citizens access to cheaper renewable energy sources, boosting food and feed production and supporting EU agriculture and industry.
Bild quoted three German MEPs on the importance of approving E20:
- Peter Liese (CDU), spokesperson for environmental and climate policy for the EPP Group: “From an environmental policy perspective, it is clear: E20, in combination with bio-naphtha or other sustainable components, can reduce CO2 emissions from existing vehicles by just under 40%. Biofuels are also the most cost-effective option when it comes to fuel. This can be achieved immediately and without the need for new infrastructure. This is a concrete contribution to climate protection that directly affects millions of Europeans. The Commission’s announcement is a very positive sign. We expect the Commission to implement this announcement during the upcoming revision of the Renewable Energy Directive at the end of 2026 and the Fuel Quality Directive.”
- Jens Gieseke (CDU), transport policy spokesperson for the EPP Group: “The AccelerateEU plan confirms what we have been calling for for months: sustainable biofuels are an indispensable tool for decarbonising the transport sector quickly and in a socially responsible manner. For the automotive industry and consumers, E20 is a solution that is already working today. Manufacturers such as BMW, VW and Mercedes have been approving newer engines for several years. The revision of CO2 fleet limits must now consistently reflect the contribution of biofuels to emissions reduction, so that car manufacturers also have planning certainty."
- Norbert Lins (CDU), Deputy Chair of the Committee on Agriculture and Rural Development: “This is a first step in the right direction: the Commission recognises that higher biofuel blends such as E20 can make an important contribution to decarbonising the existing vehicle fleet. This is the signal we have been waiting for. At the same time, E20 represents a real opportunity for the agricultural sector. Domestic bioethanol creates value in rural areas and strengthens Europe’s security of supply. The AccelerateEU plan demonstrates today that sustainable biofuels have now been fully integrated into energy policy. The Commission must now deliver on this when revising the Fuel Quality Directive.” READ MORE
by John May (Ethanol Producer Magazine) Executive Summary: The global maritime industry stands at an inflection point. Responsible for approximately 3% of global greenhouse gas (GHG) emissions — equivalent to the total annual output of Japan — international shipping faces unprecedented regulatory, commercial, and reputational pressure to decarbonize. The International Maritime Organization's (IMO) Net-Zero Framework, approved in April 2025 and targeted for entry into force in 2027-2028, will for the first time impose binding, well-to-wake GHG fuel intensity reductions on ocean-going ships above 5,000 gross tonnage, a fleet segment representing 85% of sectoral emissions.
Into this landscape, the United States biofuels industry — encompassing corn and cellulosic ethanol, soy and waste-based biodiesel, renewable diesel, and bio-LNG — brings unmatched scale, established infrastructure, and competitive cost structures. Simultaneously, a new generation of US companies in green hydrogen, low-carbon ammonia, e-methanol, e-ammonia, and carbon capture are positioning to serve the longer-term needs of a zero-emission fleet.
This monograph provides a comprehensive analysis of each fuel pathway's technological profile, GHG reduction potential, infrastructure readiness, and cost competitiveness. It profiles the leading US companies that could supply the global marine industry. It argues that the near-to-medium term opportunity — through at least 2038 — belongs principally to biofuels, which offer proven emission reductions of 60-90%, drop-in compatibility with existing engines and infrastructure, and commercially competitive pricing. The longer-term, post-2035 transition will require massive scaling of e-fuels and green ammonia, for which US producers are investing now. Carbon capture serves as a bridge and accelerant across all time horizons.
1. The Maritime Decarbonization Imperative
1.1 Scale of the Challenge
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1.2 The IMO Regulatory Architecture
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1.3 The Commercial Opportunity for US Industry
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2. Conventional and Advanced Biofuels
2.1 Corn Ethanol
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Leading marine engine manufacturers including MAN Energy Solutions and Wartsila have developed commercially deployed dual-fuel and ethanol-capable marine engines.
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2.2 Biodiesel
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2.3 Cellulosic Ethanol
Technology Profile
Cellulosic ethanol is produced from lignocellulosic biomass — agricultural residues such as corn stover, wheat straw, and sugarcane bagasse, as well as dedicated energy crops and forestry residues. It avoids the food-versus-fuel tension of corn ethanol and offers substantially improved lifecycle GHG performance from waste-stream feedstocks. Production costs have fallen significantly, and several US facilities are at commercial or near-commercial scale, with ongoing investment.
GHG Performance
Cellulosic ethanol achieves lifecycle GHG reductions of 70-100% versus fossil fuels depending on feedstock, process energy, and CCS integration. When produced with biogenic CO2 capture, cellulosic ethanol can achieve negative carbon intensity — uniquely valuable under any progressive carbon pricing regime including the IMO NZF.
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2.4 Renewable Diesel (Hydrotreated Vegetable Oil — HVO)
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3. Green and Low-Carbon Hydrogen
3.1 Technology Overview and Marine Application
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3.2 Green vs. Blue Hydrogen
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4. Green and Low-Carbon Ammonia
4.1 Why Ammonia for Shipping
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4.2 Current State of Development
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4.3 Cost Profile and US Competitive Position
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5. Methanol, Bio-Methanol, and E-Methanol
5.1 Methanol's Lead Position in Alternative Marine Fuels
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5.2 Bio-Methanol
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5.3 E-Methanol
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6. Bio-LNG and Biomethane
6.1 The LNG Fleet as Bio-LNG Ready Infrastructure
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6.2 Bio-LNG: Drop-in Zero-Carbon Fuel for the LNG Fleet
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7. E-Ammonia
7.1 E-Ammonia as the Long-Run Scale Solution
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7.2 US Infrastructure Advantage
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8. Carbon Capture in the Marine Sector
8.1 Three Roles for Carbon Capture
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8.2 Carbon Capture at Biofuel Plants
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8.3 Onboard Carbon Capture and Storage (OCCS)
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8.4 Direct Air Capture for E-Fuel Feedstock
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9. Comparative Analysis: Fuel Pathways for Marine Decarbonization
The following table provides a side-by-side comparison of each fuel pathway across six dimensions critical to marine deployment: lifecycle GHG reduction potential, technology readiness level (TRL 1-9), drop-in infrastructure compatibility, cost relative to conventional HFO/VLSFO, US production capacity, and projected role in the marine transition timeline.
| Fuel |
GHG Red. |
TRL |
Drop-in? |
Cost vs HFO |
US Capacity |
Role in Marine Transition |
| Corn Ethanol |
61% |
9 |
Blend/Dual |
~1.0-1.3x |
High (15B+ gal/yr) |
Near-term compliance 2028-2038; drop-in scale |
| Biodiesel (FAME) |
66-90% |
9 |
Blend (B30) |
~1.1-1.5x |
High (5-7B gal/yr) |
Near-term; waste feedstocks key for EU FuelEU |
| Cellulosic Ethanol |
70-100% |
7-8 |
Blend/Dual |
~1.3-1.7x |
Growing |
Medium-term with CCS; negative CI potential |
| Renewable Diesel |
60-85% |
9 |
Full drop-in |
~1.2-1.6x |
High & expanding |
Near-medium; best drop-in profile for any vessel |
| Bio-LNG |
80-100% |
8-9 |
Drop-in (LNG fleet) |
~1.2-1.6x |
Large resource |
LNG fleet decarbonization — immediate opportunity |
| Green Hydrogen |
~100% |
5-7 |
No |
~2.5-4x |
Nascent |
Coastal/short-sea vessels; longer-term scale-up |
| Blue Hydrogen |
55-70% |
7-8 |
No |
~1.5-2.5x |
Strong (NG + CCS) |
Bridge fuel; medium-term port/auxiliary power |
| Bio-Methanol |
60-95% |
7-8 |
Methanol vessels |
~2-3x |
Moderate |
Methanol-fueled fleet; near-medium term |
| E-Methanol |
~100% |
6-7 |
Yes |
~5-7x now |
Early stage |
Long-term zero-emission; scale with green H2 |
| Green Ammonia |
~100% |
6-7 |
No (new eng) |
~2-4x |
Gulf infra ready |
Deep-sea backbone post-2035; key IMO 2050 fuel |
| E-Ammonia |
~100% |
5-6 |
No |
~3-5x |
Gulf Coast potential |
Post-2035 scalable zero-emission backbone |
| Onboard CCS (OCCS) |
70-90% |
5-6 |
Yes (retrofit) |
~1.3-1.8x |
US tech leaders |
Fleet retrofit bridge technology through 2040+ |
10. Strategic Outlook and Policy Considerations
10.1 The Three Horizons Framework
A three-horizon framework usefully organizes the US opportunity:
Horizon 1 (2025-2035) — Biofuels Dominate:
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Horizon 2 (2035-2045) — Methanol and Ammonia Ramp:
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Horizon 3 (2045-2050) — E-Fuels and Full Decarbonization:
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10.2 Competitive Threats
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10.3 Infrastructure and Bunkering Investment
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10.4 Lifecycle Accounting and Certification
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11. Key US Companies: Consolidated Directory
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12. Conclusion
The global maritime industry's transition away from heavy fuel oil is no longer a question of if but of when — and with what fuels. The IMO Net-Zero Framework establishes the regulatory architecture for mandatory emissions reduction, making shipping the first global industry sector with binding GHG pricing. The EU's FuelEU Maritime regulation creates an immediate, premium-price commercial demand signal on European and transatlantic routes. And a growing cohort of cargo owners, financial institutions, and shipping lines is committing to green supply chains ahead of regulatory mandates.
The United States biofuels industry is exceptionally well-positioned to serve this transition in the near to medium term. US corn ethanol, soy biodiesel, renewable diesel, and bio-LNG are commercially available, cost-competitive, infrastructure-compatible, and demonstrably low-carbon. The DOE's own analysis confirms GHG reductions of 60-66% for these fuels versus conventional marine fuels — reductions that generate Surplus Units and competitive advantage for shipowners that adopt them under the IMO NZF.
Looking further ahead, the US is also home to the industrial infrastructure, engineering talent, agricultural biomass base, renewable energy resources, and entrepreneurial capital needed to scale the next generation of zero-emission marine fuels. Green ammonia from Gulf Coast export hubs, e-methanol from renewable electricity and captured CO2, bio-methanol from agricultural and municipal wastes, and onboard carbon capture systems that can retrofit the existing global fleet — all are within the US industry's grasp.
The window is open, but competition from Brazil, Indonesia, China, and Europe is intensifying. The United States must engage actively with IMO lifecycle accounting standard-setting, defend its biofuel methodologies in international certification schemes, maintain stable domestic policy support for biofuel economics, and invest in the port bunkering infrastructure that will make US fuels commercially accessible to the global fleet.
For US biofuels and alternative fuels companies, the decarbonization of global maritime shipping is not a distant abstraction. It is a large, near-term, commercially credible export market — one that rewards early movers with long-term supply contracts, premium prices, and enduring strategic positioning in the clean energy economy of the coming decades. READ MORE