Bio-methano (ligno) is produced from lignocellulosic feedstocks (biomass) such as agricultural waste and by-products. The biomass undergoes a gasification or reformation process to produce syngas, which is a mixture of carbon monoxide and hydrogen gas. The syngas is cleaned to remove impurities and then subjected to methanol synthesis. This involves a catalytic reaction where the carbon monoxide and hydrogen gas react to form methanol.
| Resources | Production | Bunkering and ports | Handling and storage onboard | Propulsion |
| Lignocellulosic feedstock | Gasification, methanol synthesis | Storage tanks at ports, bunkering systems (barges, pipes, ship2ship) | Fuel tanks | Internal combustion engine |
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 | First marine pilots have been demonstrated but scale up is required to meet shipping demand |
Supply at scale of sustainable biomass feedstock for shipping needs to be demonstrated |
| Production | 3 | First assessment feasibility concept and technologies | Production is validated but still at small scale |
The production process needs to be optimised to achieve a cost-effective way to scale up production, as well as resource supply at scale
|
| Bunkering and ports | 6 | Pre-production product |
Storage and bunkering procedures at ports are in place, and bunkering has been successfully demonstrated |
Scale-up of bunkering in more locations and environments is needed |
| Onboard handling and storage | 9 | Production and product fully operational | Materials and components for methanol storage are well understood, and widely used, though not yet not deployed across all ship types. | The technology needs to be deployed across all ship types. |
| Propulsion - combustion engine | 9 | Production and product fully operational | Engines have been successfully demonstrated by a wide range of vessels that are now successfully using methanol. | The technology needs to be deployed across all ship types |
| Propulsion -fuel cells | 6 | Pre-production product | Several manufacturers have developed this technology, some with testing completed and pilots planned. | Manufacturers need to further demonstrate scaled-up functionality in maritime conditions through pilots. |
| Investment | Rating | Description | Justification | Challenge |
| Resource | 2 | Commercial trial, small scale | Early revenue projections have identified competitive target markets however commerical scaling depends on further development of resource supply chains |
Signals need to be provided to investors that show a stable, attractive market, in order to stimulate scale-up of supply
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| Production | 3 | Commercial scale up | Offtake agreements are beginning to emerge, however commercial scaling depends on further development of resource supply chains |
Resource supply at scale needs to be demonstrated, and production process needs to be optimised to achieve an economically viable way to scale up production
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| Bunkering and ports | 2 | Commercial trial, small scale | Bunkering has been successfully demonstrated, with more trials in planning stages due to demand signals of increasing retrofits and newbuild orders of methanol (dual fuel) ships |
Stakeholders responsible for investing in bunkering and port infrastructure need to understand the demand profiles and infrastructure required for alternative fuels, including methanol, in order to unlock investment.
|
| Ship | 3 | Commercial scale up | Commercial trials are increasing and offtake agreements between shipowners and fuel suppliers are emerging |
The competitiveness of methanol against alternative options needs to be proven in the mid-and long-term. Current IMO LCA initiative will provide transparency - potentially creating incentives to invest in methanol. |
| Community | Rating | Description | Justification | Challenge |
| Resource | 2 | Stakeholder support or opposition is becoming understood as a result of pilots |
Resource and production have been proven, however regulatory framework for lifecycle assessment is insufficient |
Global regulatory framework for lifecycle assessment requires further development and adoption to enable the use of biomass derived fuels, for example bringing the International Sustainability and Carbon Certification (ISCC) for biofuels in at IMO level |
| Production | 2 | Stakeholder support or opposition is becoming understood as a result of pilots | Resource and production have been proven; however regulatory framework for lifecycle assessment is insufficient | Global regulatory framework for lifecycle assessment requires further development and adoption to enable the use of biomass derived fuels, for example bringing the International Sustainability and Carbon Certification (ISCC) for biofuels in at IMO level |
| Bunkering and ports | 2 | Stakeholder support or opposition is becoming understood as a result of pilots |
Rules are in place for bunkering of methanol, however community concerns around emissions exist |
Communities need be educated on the comparative analysis of other emissions and safety challenges
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| Ship | 3 | Early stage solution formation to tackle stakeholder issues | Rules are in place for methanol-fuelled ships. However risks due to toxicity and flammability are not widely understood. | Industry needs to build confidence through successful demonstrations, safety measures and operational processes. Communities also need to be educated on the comparative analysis (against alternative fuels) of the range of hazards affecting the crew and port communities. |
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