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Wartsila: Methanol as marine fuel – is it the solution you are looking for?

Publishes comprehensive Insight article to help ship owners and operators navigate the advantages and issues of using the product as a marine fuel.
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NYK methanol bunkering at Rotterdam port on 21 July 2021

Technology group Wärtsilä on Monday (20 February) published the Insight article “Methanol as marine fuel – is it the solution you are looking for?” to help ship owners and operators navigate the advantages and issues of using the product as a marine fuel. An excerpt of the article is as follows:

What is methanol?

Methanol (methyl alcohol, CH3OH or MeOH) is a biodegradable wood alcohol used to make everything from plastics to paints and pharmaceuticals. Although it is toxic and highly flammable, it dissolves in water and biodegrades quickly. Methanol has been used in industrial applications for over 100 years, but it’s now also showing great promise as a clean and sustainable future fuel for maritime applications.

What types of methanol are there?

Broadly speaking, methanol can be categorised into fossil-based methanol and renewable methanol. Fossil-based methanol is produced from coal or natural gas. Renewable methanol can be made from things like biomass or captured CO2 combined with green hydrogen.

What colour is methanol?

  • Methanol is a colourless liquid, but colour names are used to show what it’s made from:
  • Green methanol is made from biomass or captured CO2 and green hydrogen
  • Blue methanol is made using blue hydrogen in combination with carbon capture technology
  • Grey methanol is produced using natural gas
  • Brown methanol is produced using coal.

Green methanol is the most environmentally sustainable. Blue methanol still significantly reduces well-to-tank CO2 emissions compared to fossil fuels like diesel. One of the biggest challenges for maritime decarbonisation is that most methanol today is either grey or brown. All types of methanol could lead to a tank-to-wake CO2 reduction of about 7% compared to diesel. However, if we take the well-to-wake approach (from production to utilisation), the CO2 impact of grey and brown methanol is worse than that of diesel. This is why green and blue methanol are the only real alternatives when targeting well-to-tank GHG reduction.

Is methanol as fuel good for the environment?

The main benefit of green methanol is that it produces less CO2 than diesel combustion, as well as lower SOx and NOx emissions. The amount you can reduce emissions by will depend on the load your engines are running at. Studies have shown that, taking a tank-to-wake approach, by using methanol instead of heavy fuel oil (HFO):

  • CO2 emissions can be cut by 7%
  • SOx emissions can be cut by 99%, and
  • NOx emissions can be cut by 60%.

Methanol also biodegrades rapidly in water, which also makes it less of a risk to the environment than many alternatives.

Is methanol as marine fuel bad for the environment?

The CO2 footprint of methanol varies according to how it’s produced and transported, with fossil-based methanol generating more lifetime CO2 emissions than diesel. This makes green methanol the right choice for decarbonisation. Since the methanol molecule is the same whether it is grey, brown, blue or green, blending methanol is also a viable option to support the transition from conventional to renewable marine fuels.

How can methanol help with decarbonisation in shipping and the maritime energy transition?

The methanol molecule – CH3OH – is the same whether it is produced from grey, brown, blue or green feedstocks. This means you can blend it to help you transition gradually towards using a greater percentage of sustainable green methanol.

Is methanol expensive?

Compared to diesel operation, fuel expenses can be up to 15 times higher depending on the type of methanol consumed, its price and the share of energy provided by methanol. Although fuel expenses are higher with methanol than with diesel, this should be considered in terms of today’s regulatory environment. Vessels that fail to meet CII and EEXI targets will not be allowed to operate any longer. So the extra cost of the fuel should be compared not only with today’s fossil fuel price but with the cost of a brand new and more efficient ship and with the possible losses due to a mandatory stop of operations.

The Powerzeek Energy Platform has added methanol to its online marketplace in response to increased enquiries from shipowners. Powerzeek makes it easier for shipowners and trucking companies to find and buy cleaner fuels at the best available price.

Is methanol safe onboard ships?

From the perspective of onboard safety, there are well-established rules and regulations pertaining to the use of methanol as a marine fuel in the form of the IMO’s MSC.1-Circ.1621 – Interim Guidelines For The Safety Of Ships Using Methyl/Ethyl Alcohol As Fuel. Additionally, Wärtsilä has developed a safety concept for methanol engines that acts as an internal design guideline for all marine projects that involve using methanol as a fuel.

Where can I buy methanol as fuel for ships?

If you’re looking for methanol suppliers for ships, in 2020 the Methanol Institute confirmed that methanol was available at about 100 ports around the world.

Maritime-dedicated infrastructure for methanol transportation is still in the early stages of development but is expanding all the time.

Note: The full Insight article “Methanol as marine fuel – is it the solution you are looking for?” is available at Wartsila’s website here

 

Photo credit: NYK, Waterfront Shipping, Vopak, TankMatch
Published: 28 February, 2023

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LNG Bunkering

Singapore-based EPS takes delivery of three LNG dual-fuel bulk carriers

Three vessels are the third, fourth and fifth in the company’s series of 14 Newcastlemaxes being built at the yard, and were delivered five months ahead of their contracted delivery dates.
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September 7, 2026

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Singapore-based Eastern Pacific Shipping (EPS) on Friday (4 September) announced the naming and delivery of three new LNG dual-fuel Newcastlemax bulk carriers from China’s Qingdao Beihai Shipbuilding. 

Cyril Ducau, CEO of EPS, said the vessels were named Mount Victoria, Mount Yulong and Mount Wuyi. 

The three vessels are the third, fourth and fifth in the company’s series of 14 Newcastlemaxes being built at the yard, and were delivered five months ahead of their contracted delivery dates.

“A big thank you to CSSC Group and Qingdao Beihai Shipbuilding, working alongside our EPS team, for the tremendous collaboration and commitment behind this achievement,” Ducau said in a social media post.  

 

Photo credit: Eastern Pacific Shipping
Published: 7 September, 2026

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LNG Bunkering

LR awards AiP to CSSC Huangpu Wenchong for 12,500 m³ LNG bunker vessel design

Vessel design incorporates Type C LNG cargo tanks and has been evaluated against a range of class notations covering gas operations, automation, environmental performance and cyber resilience.
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September 7, 2026

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Classification society Lloyd’s Register (LR) on Thursday (3 September) said it has awarded Approval in Principle (AiP) to CSSC Huangpu Wenchong Shipbuilding Co., Ltd. for a new 12,500 m³ LNG bunkering vessel design.

The AiP was signed at SMM 2026 in Hamburg and confirms that the vessel concept has successfully completed an independent design assessment against LR’s latest classification requirements.

The new 12,500 m³ vessel design incorporates Type C LNG cargo tanks and has been evaluated against a comprehensive range of class notations covering gas operations, automation, environmental performance and cyber resilience.

LR’s assessment was carried out in accordance with its Rules and Regulations for the Classification of Ships and Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquefied Gas in Bulk.

Constantinos Chaelis, LR’s Global Gas Segment Director, said: “This project demonstrates the continued market confidence in LNG and the importance of building the supporting infrastructure that enables owners to make practical emissions reductions today, while maintaining flexibility for the future. Through early engagement between shipyard and class, we can accelerate the delivery of robust designs that meet both operational and regulatory requirements.”

A Huangpu Wenchong spokesperson, said: “This Approval in Principle from Lloyd’s Register validates the technical approach and provides a strong foundation for future development. We believe vessels of this type will play an increasingly important role in supporting the energy transition by helping ensure LNG is available where shipowners need it most.”

 

Photo credit: Lloyd’s Register
Published: 7 September, 2026

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Alternative Fuels

DNV at SMM: Chinese shipbuilders, European owners seek closer ties on alternative bunker fuels

Chinese shipbuilders and European shipowners called for closer collaboration on vessel development, alternative fuels and digitalization during the inaugural China-Europe Maritime Summit at SMM 2026.

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September 7, 2026

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Chinese shipbuilders and European shipowners called for closer collaboration on vessel development, alternative fuels and digitalization during the inaugural China-Europe Maritime Summit at SMM 2026, according to classification society DNV on Friday (4 September). 

The summit, jointly organized by the China Association of the National Shipbuilding Industry (CANSI), the German Shipowners’ Association (VDR) and DNV, brought together leaders from two maritime sectors that collectively shape a significant share of the global fleet. 

Energy efficiency, operational flexibility and digital innovation were highlighted as key areas for the industry as it navigates decarbonization targets, evolving regulation and uncertainty around future fuel pathways.

Knut Ørbeck-Nilssen, Group President and CEO at DNV, said: “Gathering leaders from across Chinese shipbuilding, European shipping and the wider maritime value chain in one room is both timely and important. The decisions being made across our industry today will shape shipping for decades to come, and this summit demonstrates a shared commitment to shaping the future of our industry together.”

Xu Peng, Chairman of China State Shipbuilding Corporation (CSSC), said: “China and Europe’s maritime sectors share aligned missions, complementary strengths and promising prospects. This summit can serve as a starting point for deeper cooperation between China’s shipbuilding industry and Europe’s shipping community, and help broaden the boundaries of full‑chain collaboration and build an interconnected ecosystem.”

Dr. Gaby Bornheim, President of the German Shipowners’ Association (VDR), said: “For shipowners, a new vessel is never an investment for the next quarter. It is a commitment for decades. Long-term investments require trusted partnerships, and many of the world’s most advanced commercial vessels are the result of cooperation between European shipowners and Chinese shipbuilders. Excellence is rarely achieved in isolation.”

China’s shipbuilding industry accounts for around 70% of the global orderbook, while European shipowners operate more than one-third of the world’s fleet capacity. As the global shipping industry faces increased uncertainty, finding solutions that provide flexibility is essential. 

The summit featured two high-level panel discussions moderated by Dr. Martin Kröger, CEO of VDR, and Li Yanqing, Vice Chairman and Secretary General of CANSI, bringing together senior executives from leading Chinese shipbuilders, including China Merchants Industry (CMI), Guangzhou Shipyard International (GSI), Shanghai Waigaoqiao Shipbuilding (SWS), and Shanghai Merchant Ship Design & Research Institute (SDARI), alongside European shipowners and operators such as Vogemann Reederei, Briese Schiffahrt, Bernhard Schulte, MPC Containerships, and Grieg Edge, as well as DNV. 

Discussions further highlighted the importance of close China-Europe collaboration to support shipping’s transformation.

 

Photo credit: DNV
Published: 7 September, 2026

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