The Macauba oil will also depollute new HVO biofuel NAUTICAL

“The revolutionary Brazilian Macauba coconut oil also to manufacture the new HVO biofuel, 80% depolluting NAUTICAL fuel (only 20% by bunker)’ 

1) SUMMARY –

In this short diagnosis (05 pages), I demonstrate with many RECENT data how the oils derived from our ancient palm tree “Macauba” – already considered much more productive and more recuperative than the Palm – plus other crops, including soybeans, canola, jatropha, etc. plus some animal fats plus frying oils and even sewage sludge can greatly move and depollute the World, when transformed into SAF (“Sustainable Aviation Fuel”, which pollutes 70.0% with less Co2 than kerosene) for use/high air environmental cleaning until pure, with 100% single use (projects in progress by ACELEN Renewables/MUBADALA of Camaçari Port City - BA plus by EMBRAPA in Montes Claros - MG); and more recently, HVO ("Hydrotreated Vegetable Oil") in MAJOR MARINE FUEL CLEAN-UP projects, now by ACELEN, EMBRAPA, EFEN/BP Marine, Porto do Açu, and Wilson Sons. This new marine fuel can replace the current highly polluting bunker oil by up to 80%. Better yet, these two biofuels will be "drop-in," meaning vehicles, aircraft, vessels, etc., will not require any engine engineering adjustments to use them. Furthermore, they can reduce marine Co2 emissions by up to 80% compared to traditional fuels. The biggest challenges facing both companies worldwide aren't related to their agricultural and similar production, but to their refining processes (the previous global approach, Bayer, is still extremely expensive and inefficient). However, PETROBRAS, ACELEN, and others already have much more efficient technologies, based on their extensive experience refining biodiesel from soybeans and other oils, and even producing blonde glycerin. According to the UN, an additional 12 million hectares of land are degraded worldwide each year, and something needs to be done immediately to reduce, halt, or neutralize this. Our Macauba palm/coconut tree above - native and fully adapted to the cerrado and semi-arid regions, even in swampy and arid/dry areas - can already produce up to 7 times more oil per hectare/year than soybeans (in processing/crushing, Macauba bran remains with 15%-25% CP - Crude Protein for animal feed, according to EMBRAPA) and this from the 4th year and for another 20 to 50 years, if well maintained. So, in addition to moving the world and cleaning/sustaining the world's highly polluting fuels, our intensive and highly technical cultivation of Macauba will also allow us to recover – in isolated crops or especially if intercropped – initially up to 1.0 million hectares of already well-degraded pastures in Brazil, much more of which are from Family Farming (the "VALORIZA" program) in northern Minas Gerais and Bahia, out of the 160.0 million hectares of already degraded pastures in Brazil, which occupy almost half of the country's rural establishments, according to EMBRAPA and UFG/LAPIG (for this Agency, there are already 111.0 million hectares of pastures with over 40.0% degradation, equal to 60.0% of the total 177.0 million hectares of total pastures in the country). Furthermore, there are between 86.0 and 134.0 million hectares in our semi-arid giant and also to recover economically and, above all, socio-environmentally, and all, if possible/well encouraged, through plantings – isolated or intercropped – of many more Macaúbas for oil, direct grasses pastures and/or for protein banks. The ideal is to cultivate such cloned Macauba in a space of 10.0 m x 10.0 m, intercropping with well-fenced pastures grasses better adapted for small animals (such as with andropogon, bufell, capiaçu, millet, etc.) and/or with annual forage palm in double rows and/or with the new semi-arboreal legume "Gliricidia", also improved at EMBRAPA and originating from Mexico, this one fully resistant to droughts, even tall like Macauba (up to 15 meters), but fully nitrifying/recovering soils (as a very fast legume), whether for very well-controlled direct grazing and/or living fences and/or protein banks with 18.0% to 24.0% CP (as in the current leucenas) and this already 6 months after planting and very well intercropped with our Macauba for oils.

2) MY SHORT STRATEGIC SUSTAINABLE AND REALLY CLEAN NEW FUELS WORLD ARTICLE (05 pages) 

First, I apologize your to the purists for using the term nautical (which is more used to refer to vessels operated by sailors = "nautics," that is, all of them), rather than the term "maritime" or even "naval" (both even for me it’s more erroneous, as they do not clearly include the - quite distinct, but also highly polluting—inland waterway transport and similar transport on rivers, dams, lakes, etc.).

Really, over the past year, I have researched, written, and published here—almost for the first time—three articles with a large audience in Portuguese and English about the global revolution brought about by the Arabs of the MUBADALA group, with research, improvements, and even the beginning of refining tests of Macauba palm oil at the ACELEN refinery in Mataripe City, near Salvador Capital, Brazil. This was for the production of “Sustainable Aviation Fuel,” initially in addition to kerosene and even pure in the future. This was a true masterstroke, and in addition to greatly cleaning up the global aviation system, it will also greatly recover millions of hectares of already degraded land, both pastureland and the Brazilian semiarid region. This has been going on since the beginning of production of each palm tree at four years of age, followed by cultivation and harvesting for 20 to 50 years. IN TOTAL, MY ARTICLES ABOUT THIS HAVE ALREADY ADDED AN incredible 17,000 page views/year worldwide and worldwide. Brazil.

Immediately after ACELEN's/EMBRAPA BRAZIL above initiative, other large Brazilian/world companies (BASF, Vibra, INOCAS, KLM) also initiated or announced their projects, some even involving the production of cosmetics using this oil. Also, our giant oil company, PETROBRAS, has also begun conducting refinement tests, leveraging its extensive experience with our biodiesel high sustainable refining world example and/or the production of blond glycerin and other components.

The oil produced/refined from the Brazil Macauba coconut palm tree can be used to produce marine green diesel and/or HVO (Hydrotreated Vegetable Oil) and/or sustainable aviation kerosene (mixed) with its SAF 100% pure oil in future too (Sustainable Aviation Fuel). Acelen intends to produce both with an eye on the international market, where they are already approved for sale and consumption. The refinery expects to produce 20,000 barrels/day of vegetable oil (especially from Macauba) within 10 years, equivalent to approximately 1.0 billion liters per year, equivalent to the annual supply of 1.1 million vehicles.

The INOCAS high world company also presented a timeline for implementing the first fully integrated industrial unit, from plant cultivation to the annual delivery of another 1.0 billion liters of HVO (Hydrotreated Vegetable Oil) all for HVO green diesel and/or sustainable aviation fuel (SAF).

For the giant world Honeywell, our agricultural potential guarantees competitiveness and consolidates the country as a global player in biorefining by 2025.

Also, recently, the Chinese government announced that it will invest an initial Us $1.0 billion in SAF production in Brazil. See details at: https://www.youtube.com/watch?v=-FP7lfo8ATM

This is excellent news recovery until fast and our millions of hectares of already degraded pastures all by by cultivation of our Brazilian Macaúba coconut tree for world sustainable cleaned oils (also called macaíba tree, bocaiuva coconut, coco-babão, coco-espinho). The Macauba is a native crop of the Brazilian Cerrados (savannas more of center-west region = about 23,0% of Brazil total lands same as 2.1 million hectares all with high agriculture potential) and our semi-arid northeast regions (also with 12,0% of Brazil total lands same as 1.03 million hectares). It is capable of producing up to 7 times more oil per hectare/year than soybeans, especially in reforest development projects and even at up 40% degraded pasture areas (recuperated), as in the initial project for an initial 100,000 hectares of Macaúba already being implemented in the Montes Claros region - MG by the Arab group MUBADALA/Acelen plus local rural producers plus EMBRAPA Brazil agri fuel research Company. The Macaúba can also be grown in old areas with other forestry crops, such as eucalyptus, this questionable/not sustainable and until named to be converted from “green deserts,” as the BBC recently called them. Read at https://www.bbc.com/portuguese/articles/cxeev8l3mpko (SEE MORE ABOUT BELOW).

Another ACELEN/EMBRAPA planes are already underway to replicate the Macaúba cultivation module for 200,000 hectares and then for 1.0 million hectares. In the first phase, 90,000 direct and indirect jobs will be created. At least 20,0% of the crop will come from family farming, potentially generating income of up to R$ 130,000 per year (Us$ 25,000/year current currency) on a 10-hectare property, which currently has little or no economic viability (degraded, unproductive, or arid areas).

In the 10.0 m x 5.0 m spacing at EMBRAPA Research Station Montes Claros, the Macaúba produces 2,500 liters of oil to manufacture aeronautical SAF (compared to 0.7 thousand liters of soybeans) and allows raising calves and sheep at low levels. Also, according to EMBRAPA, after removing/distilling the Macauba oil (new industrial process Brazilian only), large volumes of macauba meal remain a meal with 15%-25% CP Crude Protein for the production of poultry, swine, pet, fish feed, etc. AND ALL THIS WITH A POSSIBLE LIFE OF 20 TO 50 YEARS AND LOW FERTILIZER MORE RAIN CONSUMPTIONS. This is a Palm Tree with very deep stands/roots and is already fully adapted to the few normal droughts (between harvests) of our Cerrados/savannas (up to 5 months) and even the long droughts (up to 8 months/year) of our caatingas in the northeast region (semiarid).

"When completed, ACELEN's new biorefinery – alongside the current oil refinery – will be in the top quartile of the world's largest bio refineries. And if we factor all projects into its cost curve, this project will be one of the most competitive in the world in terms of the production cost of 1 liter of SAF," according to ACELEN. "And we will build 100,0% of it on degraded pastures, due to the capture of carbon credits in these areas (i.e., more resources and more profits). We are creating true bioenergy forests."

Recently, the same group of ACELEN FUEL RENEWABLES (United Arab Emirates + Giant oil MUBADALA Refinery in Mataripe - BA) joined with EMBRAPA in a research station and giant production of Macaúba seedlings in Montes Claros City - MG, where it will invest, initially, US $ 3.0 billion to recover 100 thousand hectares of degraded pastures (with plans to reach 1.0 million hectares in several areas of States closer to its Refinery) and with Macaúba crops (with this, possibly being up to 3 times more profitable and 4 times more sustainable than with eucalyptus and up to 5 times more than with pine, considering all the socio-environmental and temporal benefits/costs to recover the already much denounced devastation of such eucalyptus/pine crops by the BBC World Network that nicknamed them in Brazil as “Green Deserts” - see more data in Portuguese at: https://www.bbc.com/portuguese/articles/cxeev8l3mpko ). In the world, many renowned scientists and naturalists have even condemned the cultivation of eucalyptus, pine and even rubber trees (for rubber production) because in the production of eucalyptus, pine, etc., where approximately 60%-75% of the paper and cardboard produced from their cellulose is burned within 6 months, thus re-releasing all the carbon collected. Also, they says that between 5%-10.0% of the paper/cardboard produced, worse, is added to water and food waste and becomes a “swab”, highly clogging pipes, tubes, septic tanks, drains and sewers and which many criticize as, environmentally, much more reprehensible than such burning (see Wikipedia), as it takes up to 20 years to melt/process. Furthermore, many harmful chemicals are used in their pulp processing.  

For the same BBC Brazil, our Macauba is “The palm tree that emerges as Brazil's new 'Green Gold'” - See in Portuguese: https://www.bbc.com/portuguese/brasil-39788968 .

Ultimately, all refinery results will be exported in the form of the still rare SAF – “Sustainable Aviation Fuel,” already a requirement for many companies and countries, especially European ones, and to replace up to 100,0% of the current highly polluting aviation kerosene and/or super marine biodiesel, which still has a nascent demand but also expects enormous future demand. See more information in Portuguese at: https://investnews.com.br/negocios/sem-solucao-para-embate-com-petrobras-mataripe-mantem-investimento-bilionario-e-futuro-em-aberto/.

In February 2025, the ACELEN also announced the first continuous-flow extraction of macaúba oil on an industrial scale at Acelen Agripark, the company's agro-industrial technological innovation center under construction in the city of Montes Claros, in Minas Gerais. According to the company, the Macauba plant has high energy potential, being up to 10 times more productive per hectare planted compared to soybeans. Although not yet fully domesticated, Macauba already outperforms in average productivity and yields per hectare. According to INOCAS (Innovative Oil and Carbon Solutions), Macauba produces 7 to 8 times more oil per hectare/year than soybeans, for example.

The current global techs challenge difficulty is how to refine much more oil in the low-cost; i.e.; how to get highly efficient refining of Macauba oil? not in its production. After ACELEN and/or PETROBRAS, among others, completely dominate and dramatically reduce the cost of the entire extraction and refining technology (the current Bayer-type global refining system is still inefficient and very expensive), Brazil will also become the "world champion" in this area of ??truly sustainable biofuels, especially since Macauba's production, whether isolated or combined, is already well-developed. They are adapting an already well-developed Brazilian system for processing/refining soybeans and animal fats to produce biodiesel and blonde glycerin, which is more efficient and much cheaper. The best part is that these technologically advanced crops and the correct processing of Macauba, as well as other consortium proposals, do not release carbon back into the atmosphere in the form of reincorporation of such SAF and the new HVO (maritime biodiesel).

The biofuels produced by the ACELEN will be drop-in, meaning vehicles will not require any engine engineering adjustments to use them. Furthermore, they can reduce CO2 emissions by up to 80% compared to traditional fuels.

The expectation is the ACELEN to reach 1.0 billion liters of renewable fuel per year from 2028, including green biodiesel HVO and sustainable aviation fuel SAF, generating up to 85 thousand initial jobs in the production chain and only in those locations.

In addition to the new HVO and SAF biodiesel, their derivatives have applications in cosmetics, food, and feed, benefiting rural economies and their sustainable agroforestry systems.

According to the UN, approximately 12 million hectares of land are lost each year worldwide, and this is land where 20 million tons of grain could have been grown. In Brazil, in 2018, the total area of ??degraded pastures (with all types and stages of degradation) was estimated by EMBRAPA at approximately 160 million hectares, occupying almost half of the country's rural properties.

In 2023, the global market for Macauba oil was estimated at Us$ 101.6 billion and growing at around 13.7% per year, potentially reaching Us$ 366.4 billion by 2033, driven by massive demand in Asia and the Pacific. See in English at: https://www.sphericalinsights.com/reports/macauba-oil-market .

In Brazil alone, this new production chain could generate nearly Rs$ 90 billion annually (around Us$ 15.7 billion/year).

In the United Kingdom, since January 2025, setting a strong global example, new aeronautical SAF really sustainable/cleaner fuel - so obtained from soybean oil and even leftover cooking oil - has been mandatory and aims to REVOLUTIONIZE FLIGHTS, with the goal of achieving zero air carbon emissions by 2050. Initially, the Department for Transport mandated that SAF constitute at least 2.0% of all aviation fuel for flights departing there, increasing annually to 10.0% per year by 2030 and 22.0% per year by 2040. These are ambitious goals, but, according to the British Government, achievable, and should result in approximately 1.2 million tons of SAF being supplied annually for the UK airline industry by 2030, enough to circle the world 3,000 times. SAF – coming much more than from Macauba oil – is also made from another sustainable sources, such as household waste or used cooking oil, and all produces on average 70.0% fewer carbon emissions than traditional fossil-based aviation fuel (typically kerosene).

From this moment forward, global aviation will have a greener and more sustainable way of traveling, representing a significant milestone for the UK SAF industry. The SAF is a critical component of all aeronautic industry's plan to achieve net-zero emissions, representing nearly 40.0% of the carbon reduction that will make net-zero emissions a reality by 2050.

1. SOME STRATEGICS AND COMPARATIVES INFORMATION’S MORE ANALYSES OF THE USES OF THE IMMENSE DAILY COSTS MORE THE EFFICIENCIES AND OVER THE CURRENT IMMENSE POLLUTIONS OF THE WORLD ATMOSPHERIC AND WATTERS BY HUNDREDS OF TYPES AERO MORE NAUTICAL VEHICLES, ADDED (SPECIALLY OF THE SEAS, RIVERS, DAMS AND LAKES BY SHIPS, BOATS ETC.) -

Now, let's analyze a little about the extremely high pollution and attempts for possible cleanups of the World Nautical transport chain (maritime, river and lake), now including the future uses of Macauba oil for the production of new HVO nautical biodiesel, since I have already written and published here 03 other articles about the production and uses of aeronautical SAF.

In 2022, of the total global emissions of these harmful, and still growing, GHGs (Greenhouse Gases), 80.6% were carbon dioxide (Co2), plus 12.1% methane (Ch4)—much more harmful to the environment than Co2—plus 5.3% nitrous oxide (N2o), the infamous laughing gas, plus 2.0% fluorinated gases. Methane is the worst of all, as it is about 80 times more potent a pollutant than carbon dioxide (Co2) over a 20-year period. In Brazil, on the other hand, most land/metropolitan transportation has not yet used so-called S-500 diesel, which is highly polluting to the atmosphere (especially with the terrible sulfuric gases So2 and So3 from acid rain, which combine with nitric gases). However, the new D-50 diesel fuel, enriched with biodiesel, is already significantly expanding its use.

Market current concern is even greater due to the new regulations in effect for metropolitan diesel fuel. An agreement reached last year mandates the sale of an even cleaner metropolitan diesel fuel in some areas of the country. This is S-50, which contains only 50 parts per million of sulfur. In the rest of Brazil, the metropolitan diesel sold is S-500, with 500 parts per million of sulfur. "Inland diesel, like marine diesel, has a much higher level of pollution: 2,000 parts sulfur per million. The regulation mandating the sale of cleaner diesel will cause a further price shift and further encourage fraud in regions where S-50 has become mandatory, according to those representing dealers."

Since early May 2009, the S-50 oil was the only fuel available at gas stations in the Recife Capital, Fortaleza Capital, and Belém Capital regions. Previously, it was used only by buses in São Paulo and Rio de Janeiro. According to a schedule approved by the Federal Public Ministry (MPF), the S-50 was to arrive in the Curitiba Capital bus fleet in August, and in January 2010, it will fuel buses in Porto Alegre Capital, Belo Horizonte Capital, Salvador Capital, and cities in the São Paulo Metropolitan Region.

We all know that Ships are the eighth-largest source of Co2 emissions in the world, accounting for approximately 3.0% of the total greenhouse gas (GHG) emitted into the global atmosphere. Ships emit greenhouse gases and sulfur and nitrous oxides, contributing to air, water, and noise pollution.

It is estimated that the global commercial shipping fleet already emits approximately 940 million tons of CO2 annually.

In recent years, maritime transport has established itself as the backbone of global trade, responsible for moving approximately 90% of the planet's goods. These ships can measure over 400 meters in length and have the capacity to carry more than 20,000 TEUs (standard 27-ton containers) of clothing, electronics, food, cars etc. or 500,000 tons of crude oil, or at least 200,000 tons of grain, or large cargoes of iron ore, fertilizers, coal, and chemicals. To maintain their constant operation, 14-cylinder engines, with over 100,000 horsepower, operate 24 hours a day.

This continuous operation requires the consumption of large quantities of "bunker oil," a thick, high-energy marine fuel. The consumption figure of 300,000 liters per day refers to the operation of each giant ship at cruising speed—approximately 22 knots (40 km/h).

When you hear that a ship consumes 300,000 liters of fuel per day, your immediate reaction might be shock. But when you delve into the data and the logic of global transportation, it becomes clear that, even with this high consumption, large cargo ships and supertankers are, in fact, more efficient than airplanes in terms of fuel consumption per ton transported.

Thus, while a Boeing 747 aircraft consumes approximately 13,000 liters of kerosene per hour, carrying a maximum of 140 tons of cargo, a large ship consumes 300,000 liters per day (approximately 12,000 liters per hour in 24 hours possible operations), but carries 200,000 tons or more of cargo. Thus, comparatively, ships are much more efficient, but also much slower and much more polluting to the air and waters they navigate. A large cruise ship can consume up to 304,593 liters of fuel per day, according to an analysis by the University of Colorado at Boulder in the United States. The average Co2 emission per passenger on a cruise around Seattle, in the United States, is 8 times greater than that of 1 tourist who spends their vacation in the same city, on land, according to analysis by the NGO “Friends of the Earth”.

Others argue that even the most efficient cruise ships emit more CO2 per passenger/kilometer than a commercial jet, according to an analysis by the American NGO International Council on Clean Transportation (ICCT). And the Co2 that warms the planet's atmosphere isn't the only problem caused by cruises, as they say. The 218 cruise ships operating in Europe in 2022 emitted more sulfur oxides (Sox) than 1.0 billion automobiles—4.4 times more than all the cars on the continent. Sox can harm trees, reducing their growth. It also contributes to acid rain, which can disrupt sensitive ecosystems. And exposure to the pollutant can also affect the human respiratory system, causing breathing problems.

Waste is another major problem. In 2019, cruise ships bound for or originating in Alaska discharged more than 31 billion liters of toxic waste onto Canada's western coast.

Now, learn more about the ship that consumes 300,000 liters of fuel per day - and is still more efficient than an airplane—at: https://clickpetroleoegas.com.br/conheca-o-navio-que-consome-300-mil-litros-de-combustivel-por-dia-e-mesmo-assim-e-mais-eficiente-que-o-aviao-vml97/  . Designed to cross oceans carrying up to 20,000 containers, this Triple-E-class maritime giant represents the pinnacle of modern naval engineering and global logistics.

In terms of costs in 2023, one ton of bunker oil—the most widely used marine fuel oil today, even though it is highly polluting—was sold for Us$ 1,200 (around Us$ 200/ton). Thus, just one large ship consumes the equivalent of Us$ 370,000 per day (around Us$ 68.000/day). In other words, a giant ship carrying 350,000 tons of iron ore (equivalent in cargo to the Triple-E above), traveling from our superport of Tubarão City, Espírito Santo, to the Mineral Port of Qingdao, China, pays only about US$ 7.5 million (around Us$ 1.45 million) for its approximately 20-day maximum one-way journey (i.e., costs are still very low, considering its benefits).

In Brazil, in December 2023, the average price of vehicle diesel was R$ 5.95 per liter (around Us$ 1.15/liter), while S-10 diesel (marine biodiesel) had an average price of R$ 6.05 per liter (around Us$ 1.16/liter). Considering the mandatory blend of 86.0% diesel type A and 14.0% biodiesel for diesel type B sold at gas stations, PETROBRAS's refining share of the consumer price will be R$ 2.81/liter (around Us$ 0.50/liter), a reduction of R$ 0.14 for each liter of diesel type B.

Comparatively, the estimated production cost of the new HVO marine biodiesel with Macauba oil is very low, averaging just R$ 1.16/liter across all Macauba plants (around Us$ 0.18/liter), dropping to R$ 1.10/liter for plants with the most fruit.

B) ABOUT THE CURRENT HIGH AND COMPARATIVES STRATEGICS PROPOSALS AND ACTIONS FOR REDUCING/MITIGATING HIGH NAUTICAL POLLUTIONS ADDED –

Since 2020, the world Nautic (marine) cruise lines have begun taking steps to improve their sustainability. They are adopting energy-efficient engines and appliances, such as using port power while at dock and/or implementing recycling systems and/or reducing single-use plastic consumption onboard, for example.

Many Nautic (marine) cruise lines have begun using LNG to power their ships, according to them, because they promote the fuel as a cleaner, large-scale alternative to polluting marine diesel. Even with the release of methane, LNG's greenhouse gas footprint is better than that of marine fuel oil.

Between 2023 to 2028, 60% of new Nautic ships scheduled for launch will use LNG (Liquefied Petroleum Gas, the same as cooking gas) for their primary propulsion, according to the Cruise Lines International Association. LNG-powered ships, they say, emit about 25% less Co2 than those powered by conventional marine fuels (mostly bunker oil), but activists say they have an additional damaging impact on the climate, releasing methane into the atmosphere—a gas about 80 times more potent and harmful than carbon dioxide (Co2) over a 20-year period.

Across the industry, in addition to LNG, some shipping companies are now also investing in hydrogen, methanol, and ammonia as the fuels of the future for maritime shipping. For example, Container giant Maersk, for example, is banking on methanol to achieve its goal of zero emissions by 2040.

Across the industry, in addition to LNG, some shipping companies are now also investing in hydrogen, methanol, and ammonia as the fuels of the future for maritime shipping. Container shipping giant Maersk, for example, is banking on methanol to achieve its goal of zero emissions by 2040.

Thus, green methanol can be a low-carbon fuel when produced with sustainable biomass or using renewable electricity to split water into oxygen and hydrogen and combine them with Co2 to form methanol. However, some argue that green methanol is not the right fuel for decarbonizing shipping, as its production is energy-intensive and still results in Co2 emissions.

Methanol can even be a low-carbon fuel when produced with sustainable biomass or using large volumes of renewable electricity to split water into oxygen and hydrogen and combine them with Co2, forming methanol. In other words, all of this occurs with extremely high electricity consumption from water that is 99.5% pure—direct or even recycled, not from the sea—as in the disastrous production of the dreamed-of Brazilian Green H2, which lacks any global competitiveness, either in terms of price or in inefficient volumes.

Methanol can reduce Co2 emissions by up to 95.0% and nitrogen oxide emissions by up to 80.0%, according to the industry organization, the Methanol Institute. However, in practice, many scientists argue that green methanol is not the right fuel for decarbonizing Nautic shipping, as its production is energy-intensive and still results in Co2 emissions.

Another Nautic ship alternative is green ammonia, produced by the electrolysis of water with renewable electricity (i.e., it also suffers from the same problems as methanol production and/or the harmful Brazilian Green H2). The green methanol production process is complex. Co2 must be captured from the atmosphere using technology that is still emerging, expensive, and unproven for large-scale use.

FEW OF THEM ARE STILL FULLY AWARE OF MACAUBA OIL, which is used to produce SAF (see above), a new, sustainable biofuel that is much more thoroughly tested and even more widely used to thoroughly clean jet fuel. In the future, it could be used in a 100% pure, kerosene-free form, as already described.

C) SOME STRATEGICS INFORMATION’S MORE ANALYSES OF THE EXPECTED MOTOR AND NAUTICAL DEPOLLUTION’S EFFECTS WITH VERY SUSTAINABLE/RENEWABLE OILS ORIGINATING FROM THE BRAZILIAN MACAUBA PALM TREE –

With the advancement of green technologies, the nautical sector is also reinventing itself, and what was once a symbol of consumption and pollution can now become a benchmark for innovation and environmental efficiency.

The era of smart and sustainable mega-ships has already begun, and the engine that consumes 300,000 liters per day may just be the last gasp of an era that is fading.

Initiating the Brazil example more process of cleaning and converting nautical bunker fuel, only recently, in June 2024, the ANP (National Agency of Petroleum, Natural Gas, and Biofuels) granted Petrobras' request and authorized the sale of improved/cleaned marine fuel (bunker fuel) with biodiesel. In tests, this marine fuel (sea and/or river), still with 24.0% biodiesel, has already emitted 19.0% less greenhouse gases. This was the Agency's first authorization for the continued sale of bunker fuel, now with renewable content.

Between September 2022 to January 2024, Petrobras, authorized by the National Petroleum Agency (ANP), conducted tests on ships using bunker fuel with biodiesel added, varying from 10.0% to 24.0%. The results showed no problems with the operation of the ships' engines and other operational systems, and a significant reduction in greenhouse gas emissions occurred.

This measure was in line with the strategy adopted in 2023 by the member states of the International Maritime Organization (IMO), including the reduction of emissions from ships. The goal is to achieve net-zero greenhouse gas emissions from maritime transport by 2050. In this regard, the International Organization for Standardization, in its most recent edition, published in May, of its ISO 8217 standard, "Products from petroleum, synthetic and renewable – Fuels (class F) – Specifications of Marine Fuels," allows the use of up to 100.0% biodiesel in shipping.

The IMO's initial global goal is to reduce greenhouse gas emissions from maritime transport by 50% by 2050 and achieve zero emissions by the end of the century. To achieve this, investment in new technologies will be essential. Even if the aforementioned ship, which consumes 300,000 liters of fuel per day, continues to operate for a few more decades, it will gradually be replaced by cleaner, smarter models integrated with alternative fuels.

For them, the future of global transportation lies at sea, but now with a compass pointed toward sustainability.

Also, in January 2025, the Vibra Energia Brazil (formerly BR Distribuidora Petrobras) announced that it will sell marine diesel with up to 30.0% biodiesel to Svitzer between January 2025 and December 2026. The estimated consumption is 230 m³/month. The Svitzer will use the fuel in its own fleet of port support tugboats in Santos Port, São Paulo. Initially, the biodiesel content will be 2.0%, with a gradual increase based on vessel performance monitoring results.

But in 2025, the big news on the market and in the field of marine fuel cleaning is the new "HVO," which - for many - is much more than a biofuel and can be produced with Macauba oil, as already described.

See more information in Portuguese at: https://www.gov.br/anp/pt-br/canais_atendimento/imprensa/noticias-comunicados/anp-autoriza-comercializacao-de-combustivel-maritimo-com-biodiesel .

The newly developed HVO (Hydrotreated Vegetable Oil), also known as green diesel or renewable diesel, is a type of fuel produced from vegetable oils and animal fats. It can be produced with vegetable oils (macauba, soybean, canola, jatropha, etc.); with animal fats, such as beef tallow and trimmings, pork lard and CMS, etc.; with used frying oil, and even with sewage sludge.

Thus, the production process involves the hydrogenation of these raw materials, generating a high-quality fuel. Unlike biodiesel, HVO is a pure hydrocarbon, with no oxygen in its molecule. This makes it very similar to fossil diesel, but with a much lower environmental impact. Furthermore, HVO is more of a "drop-in" solution, meaning it is compatible with conventional diesel engines, thus requiring no modifications to existing equipment. This makes HVO an affordable and practical option, as it doesn't require financial investment or time to adjust for immediate consumption.

In July 2024, a technical meeting involving scientific leaders from Acelen Renewables ??and EMBRAPA launched a project to develop the technology of the Macaúba palm tree for the production of sustainable aviation fuel (SAF), green diesel (HVO), thermal energy, and other high-value-added byproducts. See more information in Portuguese and english at: https://www.embrapa.br/busca-de-noticias/-/noticia/90610252/embrapa-and-acelen-renewables-start-macaw-palm-domestication-for-aviation-fuel-and-bioproducts .

Since January 2025, our company EFEN Marine Brazil, based at the giant Port of Açu, and the global mega-transport company Wilson Sons have been jointly testing the use of the new HVO as a clean marine carrier. With the approval of the National Petroleum Agency (ANP), EFEN imported HVO from BP British Petroleum and supplied it to Wilson Sons, which tested the green fuel on its tugboats operating at the Port of Açu, replacing marine diesel (bunker). EFEN is the combined company of BP—a global energy giant, a leader in the marketing of marine fuels and with a presence in several ports worldwide. In this case, it is associated with Prumo Rail/Miner Logistic, a leading private port operator in Brazil and highly successful in developing sustainability projects in the sector.

For EFEN Marine, there are four main advantages to using the new HVO for transport and depollution in marine applications: 1) The expected reduction in sectoral Co2 emissions by up to 80.0%; 2) Lower environmental impact throughout the production chain; 3) Full compatibility with diesel engines already in use; 4) Improved performance and durability.

This supply was part of the pilot project that aimed to evaluate the performance of HVO in EFEN marine engines. After the testing phase, the expectation is that commercialization for use in OSVs (Offshore Supply Vessels = tugboats) will be possible in the short term. Each step was taken with a focus on operational safety, quality, and product efficiency.

This partnership is the result of a shared commitment between these companies, aiming to contribute significantly and effectively to the energy transition of the maritime sector through sustainable practices, technologies, and innovations.

See more information at: https://www.efenmarine.com.br/hvo-diesel-verde-renovavel/

END

This detailed legal diagnosis is neither official nor public—personal and without any external influences—but competitive and exclusive. It can only be supplemented by contacting and requesting information only via email: [email protected].

Brasília (DF) and Porto Seguro (BA) on October 07, 2025

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“THE VIVAMELHOR AMBIENTAL BRAZIL THINK TANK”

(a modern and faster socio-environmentalist/green & sustainable energies Brazilian think tank).