Explore zero carbon fuels

Biofuel (FAME)

Zero Carbon Fuel Monitor

What is Biofuel (FAME)?

Biofuel (FAME) can also be categorised as biodiesel as it is bio-based fuel with properties similar to diesel. Biodiesel is often used to describe FAME but is not exclusive to describing fuels containing FAME.

Biofuel (FAME) is derived from renewable sources, such as plant oils, animal fats, recycled cooking oil and waste biomass, and when burned in an internal combustion engine, it releases carbon dioxide and water vapour. FAME, as a pure fuel (B100) rather than a blend, can be a net zero-emission fuel if carbon released during combustion is offset by the carbon absorbed during the growth of the resources used in the production. Feedstocks must be sustainably sourced for biodiesel to be a sustainable fuel option.

Get in touch with our decarbonisation experts

At a glance

Resources	Production	Bunkering and ports	Handling and storage onboard	Propulsion
Plant oils, animal fats, recycled cooking oil, waste biomass	Transesterification	Same technology & infrastructure as for traditional diesel	Same technology & infrastructure as for traditional diesel	Diesel engines

The readiness level view shows Technology on a scale from 1 (lowest) to 9 (highest), and both Investment and Community on a scale from 1 (lowest) to 6 (highest). In the supply chain view all figures are displayed on a percentage basis to allow like for like comparison, against a scale in 10% increments.

Biofuel (FAME)

Biofuel (FAME) data insights

Technology Readiness Levels (TRL)
Investment Readiness Levels (IRL)
Community Readiness Levels (CRL)

Technology	Rating	Description	Justification	Challenge
Resource	9	Production and product fully operational	Supply chains of sustainable first, second and third generation biodiesel feedstocks have been demonstrated, with second generation (waste biomass) being the most dominant.	Sustainable resource supply chains need to be scaled globally to meet demand from all sectors. For third generation biodiesel, further optimisation of algae strains, water and fertiliser usage is also required.
Production	8	Manufacturing fully tested, validated and qualified	Transesterification is a well-established process in certain regional hubs, based on availability of feedstock. The regionalisation of production for shipping is based on feedstock availability and shipping demand profiles.	Global scale-up of facilities is needed to meet shipping demand. For this scale up to happen, there needs to be certainty in feedstock supply globally.
Bunkering and ports	9	Production and product fully operational	Biodiesel bunkering has been proven in several trials, however longer-term storage stability over time and corrosive properties are currently uncertain. Storage capacity at ports globally is limited, limiting supply availability to specific bunker hubs.	Longer term storage impact needs to continue to be monitored. The supply chain and infrastructure for distributing biodiesel needs to be scaled up to secure fuel availability in more ports.
Ship - Onboard handling and storage	9	Production and product fully operational	The onboard requirements are broadly the same for biodiesel as for traditional diesel, however characteristics, such as storage stability over time and material compatibility properties, may vary with feedstock type and are currently uncertain. FAME is now fully included in ISO 8217, paving the way for widespread adoption where available.	The long term storage uncertainties and material compatibility properties need to be investigated and monitored over a longer period of time, although these are increasingly considered low risk for fuels that are compliant with standards such as EN14214 and ASTM D6751.
Ship - Propulsion	9	Production and product fully operational	Combustion of biodiesel requires little modification to existing diesel engines, although the impacts of varying fuel properties depending on feedstock are currently uncertain.	The varying fuel properties need to be investigated over a longer period of time.

Investment	Rating	Description	Justification	Challenge
Resource	5	Market competition driving widespread development	Long-term availability concerns limits high commercial uptake of some feedstocks, meanwhile high cost projections of other feedstocks (e.g. 3rd generation - algae) have prevented large scale up of supply. Investment in feedstock for shipping is limited due to competition for feedstock use in other sectors.	Cost-effective, sustainable resources are in high demand from other sectors and potential long-term availability for shipping fuels would need to be proven in order to trigger investment in these supply chains. Micro- and macro- algae (3rd generation feedstock) cultivation and harvesting needs to be optimised and proven economically viable to scale up production.
Production	5	Market competition driving widespread development	There are multiple commercial applications, and shipping demand exists although shipping is competing with other sectors such as automotive and aviation to secure supply of biofuels. The majority of investment in FAME production is for other sectors.	The challenge is in feedstock availability across more geographical locations rather than demand from shipping.
Bunkering and ports	5	Market competition driving widespread development	Commercial trials have been completed, however low fuel availability is limiting investment in supply and port infrastructure, such as dedicating existing fuel storage capacity to FAME. Shipping is competing with other sectors, such as automotive, to secure supply of biodiesel. Commercial trials have been completed, however low fuel availability is limiting investment in supply and port infrastructure. Shipping is competing with other sectors, such as automotive, to secure supply of biodiesel.	The supply chain and infrastructure for distributing biodiesel needs to be scaled up. For this scale up to happen, supply availability needs to be certain, and demand for biodiesel from shipping needs to shift from traditional diesel so conversion of existing diesel storage to biodiesel along with installing new tankage can be justified.
Ship	5	Market competitive driving widepread development	Biodiesel is not yet widely available at ports, however it is considered a "drop in" fuel, so the technology investment is minimal and low risk. Commercial trials have been conducted, and there are shipping companies that are well established in using biofuels to achieve their CII and other regional carbon reduction commitments.	Mid- and long-term fuel supply security globally is needed to stimulate investment in biodiesel for commercial shipping.

Community	Rating	Description	Justification	Challenge
Resource	6	Processes well-defined to resolve stakeholder issues, with widespread stakeholder acceptance	Resources cultivation and harvesting have been proven, however regulatory framework for lifecycle assessment is more established through the interim guidelines, with LCA guidelines from IMO now being finalised. Community acceptance is subject to the assessment and mitigation of sustainability implications, such as deforestation and negative impacts from land use changes for feedstock harvesting. Widespread adoption of sustainability certification (which must be provided by fuel suppliers) creates evidence that will increase community acceptance.	LCA guidelines need to be finalised at the IMO (work in progress).
Production	5	Increased transparency and formalised processes driving momentum for change	Fuel quality standards exist. Lifecycle assessment and socio-economic impacts of the production process exist but are not necessary fully validated by stakeholders across the global supply chain. Widespread adoption of sustainability certification (which must be provided by fuel suppliers) creates evidence that will increase community acceptance.	LCA guidelines need to be finalised at the IMO (work in progress).
Bunkering and ports	4	Evidence becoming wide-spread resulting in intitial stakeholder acceptance	Trials have shown successful implementation without major challenges, however there are limitations on storage facilities, in some instances due to planning permissions for extra ground space. The IBC code limits the carriage of FAME blends onboard Annex 1 cargo tankers to a maximum of 24% - greater than 24% FAME must be carried on board a chemical tanker, considered as hazardous. This is limiting bunkering capacity.	Land-based planning permissions in some instances need to allow for an increase in new storage facilities for biodiesel. Bunker tanker owners may approach their flag administrations to assess the suitability of their tanker for carrying an Annex 2 cargo FAME only, in light of the fact that the comparative hazardous and toxic nature lies in a similuar level as HFO and MGO.
Ship	5	Increased transparency and formalised processes driving momentum for change	Current environmental regulations focus on tank-to-wake rather than well-to-wake emissions, although MEPC 80 has brought in interim guidance in the use of biofuels, which incorporates current lifecycle analysis formulae which are defined by independent proof of sustainability certification. This will be rescinded immediately upon operationalisation of a well-to-wake GHG methodology through the IMO LCA guidelines. Additionally, emission profiles of biodiesels vary depending on feedstock type.	Lifecycle emission profiles need to be developed for biodiesels produced using varying feedstocks need to be developed as evidence for communities and compliance. Fuel quality standards and lifecycle assessment need to be further developed and accepted for biofuel to become more widely used.

Explore zero carbon fuels

Review expertise, readiness levels and data on future fuels

Zero Carbon Fuel Monitor

Biofuel (FAME)

What is Biofuel (FAME)?

At a glance

Biofuel (FAME)

Biofuel (FAME) data insights

Explore zero carbon fuels

Marine Biofuels - Alternative Shipping Fuel

NOx from marine diesel engines using biofuels

Early findings from biofuel trials