Methanol

VPS shares its experience with methanol as a bunker fuel

Steve Bee, VPS Group Commercial Director, provides an insight on the firm’s experience of testing methanol as a marine fuel including the very first methanol bunker quantity survey.

Published

2 years ago

October 16, 2023

Admin

Steve Bee, Group Commercial Director of marine fuels testing company VPS, provides an insight on the firm’s experience of testing methanol as a marine fuel including the very first methanol bunker quantity survey:

Introduction

As the shipping industry looks to decarbonise and become net zero by 2050, ship owners and operators are looking at alternative fuels with a lower carbon footprint in order to reduce overall emissions from their fleet. In Europe this is linked to the EU ETS scheme coming in 2024 and also the FuelEU Maritime[1] legislation coming in 2025. As part of the ever-changing marine fuel mix, methanol is now being seriously considered as a low-carbon fuel to assistshipping in achieving its decarbonisation targets.

Methanol (CH3OH) is a liquid chemical used in thousands of everyday products, including plastics, paints, cosmetics and fuels. Liquid methanol is made from synthesis gas, a mix of hydrogen, carbon dioxide and carbon monoxide. These components can be sourced from a wide range of feedstocks, using different technologies.

Renewable methanol is an ultra-low carbon chemical produced from sustainable biomass,often called bio-methanol, or from carbon dioxide and hydrogen produced from renewable electricity.

Renewable methanol can be made from numerous and plentiful sources which are globally available. The carbon molecules required to make synthesis gas for methanol production can be obtained from CO2 via industrial exhaust streams, or even captured from the air. Synthesisgas also can be produced from the gasification of any carbon source, such as municipal solid waste or forestry residues. Biogas, obtained through fermentation, from landfills, wastewater treatment, plants or animal wastes can also be used as a feedstock for methanol production.Additionally, renewable energy can power the electrolysis process to generate clean hydrogen for the production of renewable methanol.

Methanol is the world’s most commonly shipped chemical commodity and more than 95 billion litres are manufactured every year. It has been stored, transported and handled safely for over100 years. Since it remains liquid at ambient temperature and pressure, the infrastructure required to deploy it as a fuel, is largely in place: combustion engines, fuel cells and powerblocks can easily be adapted to use methanol.

Methanol as a Marine Fuel

The attraction of methanol to shipping, is that renewable methanol can significantly reduce greenhouse emissions to atmosphere including, reducing carbon dioxide (CO2) by up to 95%and nitrogen oxide (NOx) by up to 80%, and eliminating sulphur oxide (SOx) and particulate matter (PM) emissions.

However, there are numerous considerations regarding the use of methanol as a marine fuel.Firstly, methanol exhibits good burn characteristics, but will require a pilot fuel for ignition, eg a gas oil, or a biofuel. Further positives are, it is a liquid at atmospheric pressure, its bio-degradable and can run well in existing engine technologies.

However, methanol has a Flash Point of only 12ºC, which immediately raises questions relating to the Safety of Life at Sea (SOLAS) requirements. SOLAS states no marine fuel with a flashpoint less than 60ºC should be onboard a vessel. Methanol has a low energy content,approximately 40%-50% of the more traditional fossil fuels used within the maritime sector.Methanol is highly reactive and therefore materials with which methanol may contact, should be inert, eg stainless steel.

In order to achieve the Tier III NOx requirements, pure water must be added to methanol prior to burning. This allows for approximately 30% less NOx emissions compared to fossil fuels.

VPS Completes the First Methanol Bunker Quantity Survey, Sampling and Testing

In July 2023 VPS were requested by Maersk to undertake the very first methanol bunker quantity survey (BQS). This took place in Singapore for Maersk’s first methanol-powered container ship, the Laura Maersk.

Prior to this first methanol delivery, various levels of pre-delivery work were required including,the delivery barge tank-cleaning operation and a part loading of methanol to the barge, to ensure no cross-contamination could take place, during the actual delivery. VPS, as part of theBQS operation, also undertook the required closed-sampling procedure, to safely harvest representative samples of the methanol delivered to the vessel, which were then transferred toa VPS Laboratory for quality testing.

In the 12 months leading up to this BQS, VPS invested heavily into new laboratory equipment and R&D in order to provide a comprehensive testing and advisory service in relation to methanol as a marine fuel.

In order to safely transport methanol samples to the VPS laboratory, the transfer via aeroplane,had to comply with the International Air Transport Association (IATA), rules for the transportation of dangerous goods. It is worth noting when considering using methanol as a marine fuel, it is the person sending methanol samples for testing, who must be trained and accredited to the IATA standards, ie the vessel crew, or vessel agent.

The testing of the samples from the Laura Maersk bunkering, was conducted to theInternational Methanol Producers and Consumers Association (IMPCA) test slate. The key test considerations here were, the purity of the methanol, the presence of ethanol, water content,the presence of acetone, chlorides, the acidity of the fuel, sulphur content and numerous other impurities, which could be detected.

Following the Singapore bunkering the Laura Maersk set sail for Port Said, Egypt, where VPSrepeated the BQS, Sampling and Testing of the methanol delivered to the vessel. The final bunkering stop took place in Rotterdam, where VPS once again completed the BQS operation,sampling and testing.

The VPS surveying and testing of these three methanol bunker stems, showed the fuel delivered matched the Bunker Delivery Note (BDN) and the Certificate of Quality (CoQ).

VPS and Methanol Bunker Fuel

VPS have proven that safe, accurate and reliable, quantity surveys and sampling of methanol can be undertaken. Plus, following significant investment in state-of-the-art laboratory equipment, plus analyst and advisory training, VPS can also provide accurate analytical testing of methanol samples to determine the quality of the fuel and provide the necessary and valuable marine engineering advice, to support ship owners and operators when they look to use methanol as their low-carbon marine fuel of choice.

VPS are currently working with numerous shipping companies, suppliers and engine manufacturers on testing their methanol samples and sharing our experience, expertise and innovative approach in helping them gain a greater understanding of this low-carbon fuel.

With more than 160 methanol-powered vessels currently on order, it is inevitable that methanol use will significantly increase within the maritime sector and VPS have proven high-levelperformance to support the industry in this aspect of it’s decarbonisation journey.

Photo credit: VPS
Published: 16 October, 2023

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Tsuneishi delivers world’s first methanol dual-fuel Ultramax bulker to NYK

“Green Future” was delivered at Tsuneishi factory on 13 May and will be chartered by NYK Bulk & Projects Carriers, an NYK Group company, from Kambara Kisen.

Published

24 hours ago

May 15, 2025

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Tsuneishi delivers world’s first methanol dual-fuel Ultramax bulker to NYK

Tsuneishi Shipbuilding on Wednesday (14 May) said it has delivered the world’s first methanol dual-fuel Ultramax bulk carrier, Green Future.

The 65,700 dwt vessel was delivered at its factory on 13 May and will be chartered by NYK Bulk & Projects Carriers, an NYK Group company, from Kambara Kisen.

Tsuneishi Shipbuilding said the vessel maintains the high cargo capacity and fuel efficiency characteristic of the TESS66 Aeroline design series, while enabling more sustainable operations through the use of methanol as a fuel.

The methanol fuel tank has been positioned to maximise safety and facilitate smooth cargo handling while maintaining loading efficiency. It is also equipped with a fuel-efficient main engine and Tsuneishi’s proprietary Aeroline technology to reduce wind resistance, delivering superior fuel performance.

Mr Okumura Sachio, Representative Director, President & Executive Officer of Tsuneishi Shipbuilding, said: “This delivery marks just the beginning. We will continue constructing methanol dual-fuelled vessels at our overseas facilities and remain steadfast in our pursuit of technological innovation to contribute to a more sustainable maritime industry and global environment.”

NYK said the vessel is the first bulk carrier in the NYK Group to be equipped with a dual-fuel engine that uses methanol and fuel oil.

Vessel Particulars

LOA: 199.99 m
Breadth: 32.25 m
Depth: 19.15 m
Deadweight: approx. 65,700 metric tonnes
Capacity: approx. 81,500 m3
Draft: 13.8 m

Photo credit: Tsuneishi Shipbuilding
Published: 15 May, 2025

Events

Green Shiptech China Congress to explore alternative bunker fuels and ship technologies

LNG, methanol and ammonia as well as fuel cell integration will be among key issues discussed at the annual conference which will be held on 25 to 26 September in Shanghai.

Published

24 hours ago

May 15, 2025

Admin

Ridge China on Wednesday (14 May) announced it will be hosting the 14th Green Shiptech China Congress (GSCC), an annual conference which will be held on 25 to 26 September in Shanghai.

More than 4,400 experts and decision makers from governments, classification societies, shipowners, shipyards, research institutes, technology/equipment suppliers and consulting companies attended the previous GSCC from 2012 to 2024.

For 2025, over 400 industry experts, corporate decision makers and government officials will be engaged in comprehensive discussions on current issues of IMO, EU, USCG, China MSA’s policies and regulations, designs and standards for new ship models, innovative and sustainable green ship technologies at this annual conference.

Alternative bunker fuels such as LNG, methanol and ammonia as well as fuel cell integration will be part of the important issues discussed at the event.

Speakers will be from

IMO
European Commission
U.S. Coast Guard
China MSA
Financial Institutions
Maritime Research Institutes
Solution & Technology Providers
Shipowners
Shipyards
Classification Societies

Key topics

Policies and Regulations Update and Interpretate by IMO, European Commission, U.S. Coast Guard and China MSA
Retrofitting Vessels to Achieve Decarbonization Goals
Energy Efficiency Continues to Be Key for Decarbonization
Decarbonization Through Digitalization
Digital Technologies As a Key Enabler for Emissions Reduction
Impact of a Hull Coating Upgrade on Hull Efficiency
LNG As Marine Fuel: Pivoting Towards Cleaner Shipping
Methanol As a Marine Fuel
Ammonia’s Credentials As a Green Fuel
Wind Propulsion Technology
Fuel Cell Integration: Upcoming Challenges and Opportunity
Propelling Carbon-neutral Shipping with Green Engines and Alternative Fuels
Next-generation Electric and Hybrid Marine Propulsion Technologies and Components
Latest Developments in Energy Storage Systems

Interested parties may contact:

Mr. Quin Xu
Tel: +86 21 6607 8610 -8003
Mob: +86 13564222811
Email: [email protected]

Note: The English and Chinese version of the event website can be found here and here respectively while the event registration can be found here.

Photo credit: Ridge China
Published: 15 May, 2025

LNG Bunkering

SEA-LNG: LNG pathway offers best returns under IMO Net-Zero Framework

SEA LNG’s calculations show that under the Net-Zero Framework, investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO.

Published

1 day ago

May 15, 2025

Admin

Industry coalition SEA-LNG on Wednesday (14 May) said it has completed its initial analysis of the IMO Net-Zero Framework following MEPC 83 by using the independent Z-Joule cost of compliance calculator to assess the commercial implications of the new regulations.

The calculations show that under the Net-Zero Framework investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or VLSFO. LNG ships also give shipowners a commercial advantage through fuel optionality and access to widespread established infrastructure.

The complex IMO Net-Zero Framework now requires further detailed analysis and feedback from the industry, as well as coordination with EU initiatives and the specific concerns of other member states, prior to formal ratification later this year. There are also critical details surrounding the IMO Net Zero Fund and the zero and near-zero-emission fuels (ZNZ) Reward Mechanism that will not be addressed before 2027.

SEA-LNG’s research examines the investment case for a 14,000 TEU container vessel operating a trans-Pacific route from Japan to the US West Coast. It compares LNG, ammonia and methanol dual fuel vessels against a vessel fuelled by VLSFO over a 15-year investment period.

The total cost of the different fuel pathways is driven by CapEx, the carbon intensity of the fuels, and the fuel price. For both fuel price forecasts and carbon intensity values, SEA-LNG used assumptions from DNV’s analysis (MEPC 82/INF.8/Add.1) of the candidate mid-term measures discussed at MEPC 82.

Both high-pressure and low-pressure LNG dual fuel engines offer a relative payback period of between 4.5 and 5 years compared with VLSFO because of lower compliance costs due to LNG’s lower greenhouse gas fuel intensity (GFI). Methanol and ammonia fuelled vessels do not pay back over the 15-year investment horizon.

SEA-LNG also modelled the investment case for a 14,000 TEU containership operating on the Rotterdam-Singapore trade route using the same fuel price forecasts. In this case, the vessel is subject to both IMO and EU decarbonisation regulations – the latter for 50% of the voyage. Here the payback for LNG fuelled vessels was reduced to about 3.5 years mainly due to the effect of FuelEU Maritime in the early years of the analysis period.

Steve Esau, Chief Operating Officer of SEA-LNG, said: “While many details need to be decided, the IMO Net-zero Framework provides a clear basis for maritime decarbonisation and should, in principle, enable all fuel pathways – be they LNG, methanol or ammonia – to compete on a level playing field. For this to continue, it is imperative that the ZNZ Reward Mechanism is designed in a fuel agnostic and technology neutral way.”

Peter Keller, Chairman of SEA-LNG, concluded: “The industry continues to make major investments in the LNG pathway. These ships can use LNG, bio-methane and e-methane, and reduce greenhouse gas emissions and cut local pollution today. The IMO position, as well as the EU regulations, both affirm the pathway is heading in the right direction and offers a practical and realistic route to compliance, starting right now.”

This research is the first in a series of costs of compliance analyses SEA-LNG is developing using the Z-Joule calculator.

The IMO Net-Zero Framework is the first in the world to combine mandatory emissions limits and GHG pricing across an entire industry sector. 

Approved by the Marine Environment Protection Committee during its 83rd session (MEPC 83) from 7 to 11 April 2025, the measures include a new fuel standard for ships and a global pricing mechanism for emissions.

These measures, set to be formally adopted in October 2025 before entry into force in 2027, will become mandatory for large ocean-going ships over 5,000 gross tonnage, which emit 85% of the total CO2 emissions from international shipping. 

Note: The full SEA-LNG analysis can be read here.

Photo credit: Venti Views on Unsplash
Published: 15 May, 2025