Biodiesel has moved beyond a distant promise and is now influencing industrial and regulatory decisions affecting road and maritime transport. In Europe, Volvo Trucks has unveiled its D13 platform , a family of 13-liter engines designed to run on renewable fuels, including biodiesel. Meanwhile, Brazil is taking steps to regulate the use of biofuels in ships, a huge market that until now has relied almost exclusively on petroleum derivatives.
The timing is no coincidence. Manufacturers and regulators are seeking ways to reduce emissions without requiring radical changes to fleets, ports, or fuel pumps. Biodiesel appears to be a useful option because it can be blended with fossil diesel and used in existing infrastructure, although its deployment depends on regulations, pricing, and availability . In this arena, Europe holds particular sway due to its emissions requirements and tolls.
D13 engines: greater efficiency and biodiesel compatibility
Volvo Trucks has explained the details of its new global D13 platform, a development that began in 2021 and involved the company's engineers in Sweden. The idea was to create a common architecture for different markets , capable of meeting disparate emissions regulations without compromising performance. The manufacturer emphasizes that it is not a one-size-fits-all engine, but rather an adaptable platform.
Among the technical changes, the brand highlights a variable geometry turbocharger, increased cylinder pressure, a revised compression ratio, and an updated piston. According to their data, this combination improves combustion and reduces fuel consumption. Energy efficiency increases by approximately 2% , a modest but significant figure for trucks that accumulate high mileage.
In its diesel version, the D13 delivers 560 hp. The gas variant reaches 2.800 Nm of torque, 300 Nm more than the previous generation. But the point of interest to the biodiesel sector is something else entirely: the platform is compatible with biodiesel, HVO, and Bio-LNG , in addition to conventional fuels. This allows a fleet to choose based on the infrastructure and costs in each area.
Volvo has also looked to Europe. The European Commission's VECTO system measures fuel consumption and emissions from heavy goods vehicles, and these figures can influence toll rates in some countries. For haulers, reducing energy consumption is not only an environmental issue: it can also translate into lower operating costs.
Brazil wants to bring biodiesel to marine fuel
Maritime transport handles nearly 80% of global trade and still relies on heavy fuel oil. The International Maritime Organization is promoting a global framework, known as the Net-Zero Framework , to reduce the carbon intensity of marine fuels. The process began in 2025, faced political resistance, and was put back on track in 2026, with a final decision expected by the end of that year.
Meanwhile, Brazil is trying to get ahead. The National Agency of Petroleum, Natural Gas and Biofuels (ANP) is preparing regulations to align its marine fuel market with international standards. The draft submitted for public consultation by the ANP includes specifications and storage requirements for marine biodiesel, HVO, ethanol, and products obtained via the gas-to-liquids route.
The proposal allows suppliers to sell blends of up to 100% biodiesel to shipowners without requiring individual permits . Until now, only Petrobras and RaÃzen could market marine biodiesel blends, with a limit of 24% renewable content. The regulation would broaden the scope and reduce red tape, although it would leave the decision to blend to the market.
The industry is not satisfied with a voluntary standard. The Brazilian Union of Biodiesel and Bio-kerosene, Ubrabio, has requested a phased mandatory blending of biodiesel into marine diesel. Its proposed timeline includes a 15% blend in July 2027, 20% in January 2028, and 24% in July 2028. This final step coincides with the cap already authorized for major oil companies.
Binatural, one of Brazil's largest independent biodiesel producers, estimates that a B15 blend would generate approximately 230 million liters of additional annual demand. With a 24% blend, that figure would reach around 368 million liters per year. While not a huge volume for the size of the sector, the company has long-term contracts and concentrates major operations in a few ports.
The technical advantage is that biodiesel functions as a drop-in component . It is mixed with fossil fuel and used in existing engines and installations, without any onboard modifications or new propulsion systems. A shipowner could meet certain carbon intensity requirements by changing what they load, not the vessel itself.
What does it mean for Europe and for Spanish fleets?
In Europe, regulatory pressure is pushing operators to look beyond traditional diesel. Volvo's D13 platform is an example of how manufacturers are trying to cover various scenarios with a single engine. For Spain, a country with significant road transport and a reliance on diesel , this flexibility could be relevant if biodiesel is available in Spain at competitive prices.
The problem isn't just technical. The actual implementation of biodiesel depends on logistics, taxation, and competition with other fuels. HVO, Bio-LNG, and electricity all compete for the same market share. The advantage of biodiesel is that it doesn't require an immediate fleet renewal , something many companies can't afford.
In the maritime sector, IMO regulations and decisions by countries like Brazil could set trends. If biodiesel becomes established as a transitional fuel for ships , European producers and ports across the continent could closely monitor this market. Shipping companies operating on international routes will also need to compare prices, certifications, and availability.
The key word is transition. There is no single solution that will work for all heavy transport, especially not in the short term. Biodiesel can provide an immediate reduction in emissions when it replaces some fossil diesel, but its impact depends on the raw material, certified sustainability , and production capacity.
Next steps and fine print of the market
In Brazil, the ANP will analyze the sector's proposals before publishing the final regulations at the end of 2026. If approved with the mandate incorporated, the first stage would come into effect in July 2027. That would be two and a half years before the first phase of full compliance with the IMO regime, according to industry sources.
In Europe, the focus will remain on accurately measuring emissions and fuel consumption. The VECTO system limits vehicle comparisons and could affect tolls. For truck buyers, an engine that accepts biodiesel, HVO, or renewable gas offers flexibility, but it doesn't guarantee fuel availability on every route.
The biodiesel industry is also looking to aviation, shipping, and heating—markets that compete for the same production. This cross-demand can put upward pressure on prices if supply doesn't grow at the same rate. That's why experts insist that public policies must be stable and predictable, not a series of annual stopgap measures.
The big question is whether biodiesel will be a temporary solution or a lasting one . In trucks, its compatibility with existing engines makes it attractive. In ships, its drop-in nature makes it a candidate for reducing emissions without rebuilding entire fleets. What's missing is for regulations, supply, and logistics to move in the same direction.
Biodiesel is gaining ground on two very different fronts : truck engines, where Volvo is preparing its D13 to run on various renewable fuels, and maritime transport, where Brazil is considering mandatory blends and the IMO is working to establish a global framework. For Europe and Spain, the opportunity lies in leveraging existing infrastructure while keeping a close eye on costs, availability, and certifications. The technology is already available; now it remains to be seen whether regulation and the market will move in the same direction.
