Methanol

Rising interest in methanol as ship fuel
Introduction
As the shipping industry works to address emerging emissions-related regulatory issues and
anticipate future efforts to reduce carbon emissions, orders for alternative fuel ships continue to
rise steadily. Biofuels and LNG are already popular, and interest in methanol is also growing. As
indicated in DNV’s Alternative Fuel Insight database, LNG remains the preferred choice for
dual-fuel ships. The database also points to growth in other sectors, particularly dual-fuel
methanol, and dual-fuel LPG.
Methanol is a fundamental building block for hundreds of essential chemical commodities that
contribute to our daily lives, such as building materials, plastic packaging, paints, and coatings. It
has been among the top five maritime chemical commodities being handled safely as cargo for
decades.
Environmental advantages
From an environmental perspective, methanol has several attractive attributes:
 Methanol is miscible with water and readily biodegradable in aerobic and aquatic
environments. Methanol is no more toxic than diesel or gasoline and, with a half-life
in surface water of one to seven days, there is less impact on the marine environment
in the event of a spill or leak.
 The clean combustion characteristics of methanol significantly reduce SOx and PM
emissions because the methanol molecule (CH3 OH) contains no sulphur and no
carbon-carbon bonds that create particulates. Methanol also has a lower adiabatic
flame temperature than diesel, which can lower the peak cylinder temperature and
limit NOx formation during combustion. To meet IMO Stage III NOx emission levels,
however, after-treatment systems may be required when methanol is used as a marine
fuel.
Practical advantages
 Methanol also offers practical advantages for storage and bunkering as, being a liquid
at ambient temperatures, there is no need for it to be stored in pressurised fuel tanks,
nor for special materials suitable for cryogenic temperatures.
 Another positive factor regarding methanol is that the engine technology for methanol
already exists, and interim regulatory guidelines for its use on ships as a fuel are
already in place.
Production
Although the technology required to produce methanol fuel is mature, the bulk of the methanol
currently being produced is from fossil fuel sources, primarily through steam-reforming of
natural gas. There are already companies producing methanol from renewable sources, however,
and more companies are developing processes to produce methanol from renewable sources such
as biomass and E-methanol.
E-methanol is produced by combining green hydrogen from electrolysis of water using
renewable electricity and carbon dioxide sources. These production processes will need to be
scaled up significantly if there is to be widespread adoption in the maritime sector. To achieve
significant gains in emissions and address concerns regarding sourcing and scalability, methanol
production must also transition from brown and blue methanol to green methanol.
Recently, Canadian methanol producer Methanex and Mitsui OSK Lines (MOL) have announced
the successful completion of a net-zero journey across the Atlantic using bio-methanol.
Methanex and MOL claim first-ever net-zero voyage using bio-methanol | TradeWinds
(tradewindsnews.com)
Bunkering
Methanol bunkering facilities have not yet been developed for ocean shipping. Bunkering is only
possible by truck or with small bunker ships. However, existing facilities can easily be converted
to supply methanol.
Disadvantages
 Due to its density and lower heating value, methanol fuel tanks are about 2.5 times
larger than oil tanks for the same energy content.
 Methanol is toxic, flammable, and can be explosive; it must therefore be stored and
handled carefully. Methanol has a flash point of around 11°C and is considered a low
flash point fuel; further, methanol burns with an invisible blue flame. Ships using
methanol as fuel must therefore be specially designed to protect the crew and ensure
the safety of operations. The use of methanol has been around for some time, but its
application in shipping as a marine fuel only began a few years ago with the
conversion of the RoPax ferry Stena Germanica. Because of the relatively small
number of ships operating on methanol, little practical experience is available.
 As with any new systems, there will be a heightened risk of machinery-related
breakdowns and stoppages as the new technology beds down, and the crew adapts to
new procedures and develops adequate problem-solving expertise related to methanol
as fuel.
Ship design and operations
Ship designers and operators opting for methanol need to understand the hazards well and bring
them within manageable levels through measures such as double-walled piping and components,
alarms with shutdown and purge arrangements, suitable fire extinguishing medium, appropriate
fire detection and suppression systems, monitoring systems for leak detection, and continuous
ventilation.
Particular attention must be paid to handling fuel with a low flash point, with the right
combination of sensors, injectors and appropriate barriers provided. Also, the low viscosity and
lubricity issues needs careful management.
Safety should remain core in the development of new fuel, and the crew will also need to
understand the onboard risks and how they can be mitigated.
Mitigation of adoption risks
Although methanol offers some clear advantages, it also presents new risks and challenges. Its
adoption will therefore require seafarers to obtain new skills and knowledge through focused
training. The UK Club is committed to supporting all its members in their efforts to adopt new
technologies such as methanol as part of their efforts to transition to a safer and more sustainable
future.

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Rising interest in methanol as ship fuel

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