Liquefied e-methane is produced using carbon dioxide and e-hydrogen. The carbon dioxide is obtained through Direct Air Capture (DAC), and e-hydrogen gas is produced using renewable energy to separate the hydrogen from water through electrolysis. The carbon dioxide and e-hydrogen go through a methanation process to form methane, which is then liquefied.
| Resources | Production | Bunkering and ports | Handling and storage onboard | Propulsion |
| Renewable power, water, air | Electrolysis, DAC, methanation | Storage tanks at ports, bunkering systems (barges, pipes, ship2ship) | Cryogenic tanks | Internal combustion engine (or solid oxide fuel cell (SOFC) |
The readiness level view shows Technology on a scale from 1 (lowest) to 9 (highest), and both Investment and Community on a scale from 1 (lowest) to 6 (highest). In the supply chain view all figures are displayed on a percentage basis to allow like for like comparison, against a scale in 10% increments.
| Technology | Rating | Description | Justification | Challenge |
| Resource | 7 | Low scale pilot production demonstrated | Pilots have been demonstrated, however current supply would not meet shipping demands. |
A scaled up supply chain and workforce needs to be established for the supply of renewable electricity as well as sustainable carbon sourcing. For this scale-up to take place, there will need to be demand signals from the market. |
| Production | 2 | Technology concept formulated | Production of liquefied e-methane has not been demonstrated viable beyond concept stage. Additionally, liquefaction and transportation is not yet in place |
Electrolysis facilities need to be industrialised at scale and direct air capture facilities need developing past prototype stage, however the investment case needs to be proven before technology development will continue for liquefied e-methane as a marine fuel
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| Bunkering and ports | 7 | Low scale pilot production demonstrated |
Bunkering and port infrastructure are in place and proven with LNG, however liquid bio-methane and liquefied e-methane supply chains for shipping do not yet exist |
Fuel supply chains need to be scaled for shipping |
| Onboard handling and storage | 9 | Production and product fully operational | The technology is fully operational and proven with LNG, and directly transferrable with pure methane. | Fuel supply chains need to be scaled for shipping, and will use existing operational infrastructure and technology. |
| Propulsion - combustion engine | 9 | Production and product fully operational | The technology is fully operational and proven with LNG, and directly transferrable with pure methane. | This technology needs to be refined to eliminate or at least mitigate methane slip. |
| Propulsion - fuel cells | 6 | Pre-preduction product | This technology has been developed and is being tested by manufacturers. Solid Oxide Fuel Cells already deliver some of the power required onboard the MSC World Europa cruise ship using LNG, although the technology is also compatible with e- and bio-methane, as well as other (near) zero carbon fuels. | Manufacturers need to further demonstrate scaled-up functionality in maritime conditions through pilots. |
| Investment | Rating | Description | Justification | Challenge |
| Resource | 1 | Hypothetical commercial proposition |
No commercial trials as yet. |
There is a need to reduce risks of investing in countries with low credit ratings because many of these countries are well suited to provide renewable resources and will therefore be required for scale up of supply. Additionally the sustainable sourcing of carbon needs to be proven economically viable.
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| Production | 1 | Hypothetical commercial proposition | There are no commercial trials yet of liquefaction and transportation of methane |
Sustainable sourcing of carbon and the liquefaction process need to be proven economically viable and competitive, and environmental policy will need to change to stimulate demand and investment
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| Bunkering and ports | 1 | Hypothetical commercial proposition | No commercial trials as yet |
Increased demand from for methane (rather than LNG) as a fuel is needed, although investment at ports will be minor as the infrastructure already exists for LNG.
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| Ship | 5 | Market competition driving widespread development | Investment climate for liquefied methane vessels, same as LNG, has fallen as a result of environmental trends. |
Sustainable methane production needs to be proven to scale up. |
| Community | Rating | Description | Justification | Challenge |
| Resource | 4 | Evidence becoming wide-spread resulting in initial stakeholder acceptance |
Small scale solutions show some acceptance at a local level, however scaling renewable electricity requires community acceptance around potential environmental and social impacts |
Communities need educating on the wider benefits of renewable energy and to dedicate land use for these purposes. Additionally, carbon sourcing certification needs to be in place. |
| Production | 2 | Stakeholder support or opposition is becoming understood as a result of pilots | Scaling the technologies reduces community acceptance of environmental and social impacts | Communities need educating on the implications of using large scale wind farms, solar farms and DAC plants. Additionally, carbon sourcing certification needs to be in place. |
| Bunkering and ports | 5 | Market competition driving widespread development |
Storing LNG is proven and accepted, with regulations in place. The evidence and regulations are directly applicable to liquefied pure methane |
Policy is needed to stimulate investment in zero-carbon fuels such as methane.
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| Ship | 2 | Stakeholder support or opposition is becoming understood as a result of pilots | Although Methane (natural gas) is a normative gaseous/low-flashpoint fuel, its methane emissions when used in internal combustion engines is not regulated and proposed solutions are not yet proven | IMO non-CO2 GHG emission guidelines will increase confidence in liquified methane systems. Additionally, communities need to be educated on the comparative analysis (against alternative fuels) of other emissions affecting the crew. |
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