DNV’s latest white paper, ‘Methanol fuel in shipping’, highlights that methanol-fuelled engines and technical systems have reached high readiness levels, and that existing global production sites, storage facilities, and a growing bunker fleet are providing a strong platform for wider adoption.
In addition, industry stakeholders are already investing in the fuel, with China accounting for 43% of planned global low-GHG methanol production capacity. But, as with all alternative fuels, methanol’s future role will depend on a combination of regulatory, economic, and operational factors.
Knut Ørbeck-Nilssen, DNV Maritime CEO, said: “As the maritime industry explores pathways to a lower-carbon future, it is important to consider a range of practical and scalable solutions. There is no one-size-fits-all answer, and different shipping segments and geographies will require different approaches. Methanol is one option that draws on established technologies and infrastructure, and it is encouraging to see the industry’s growing interest in a variety of alternative fuels.”
DNV says that methanol can offer environmental benefits. It is sulphur-free, produces negligible soot, and emits significantly less NOx than fuel oil. The report highlights that certain bio- and e-methanol pathways can deliver very low or even negative lifecycle emissions, and that methanol’s compatibility with existing port infrastructure and the availability of interim bunkering solutions may reduce complexity and cost for shipowners.
However, the report notes that cost and availability remain significant barriers, as is the case for many alternative fuels. Bio-methanol prices in 2025 average around US$ 2,500/t MGOe, roughly three times the cost of marine gas oil, while global production stands at just 2.2m tonnes, far below the potential demand of up to 60m tonnes by 2040. The report models four demand scenarios, showing that regulatory frameworks such as the IMO’s Net Zero Framework and FuelEU Maritime could be decisive in scaling up adoption.
Marius Leisner, DNV Senior Principal Consultant, added: “From a technical perspective, methanol-fuelled engines have demonstrated high reliability, with industry data indicating that modern dual-fuel engine designs have accumulated more than 600,000 operating hours on methanol. Retrofit feasibility is well established, and the use of conventional bunkering systems, unlike cryogenic fuels, means ports can adapt quickly and cost-effectively.”
Methanol can provide fuel flexibility: dual-fuel engines can operate on methanol, biodiesel, or conventional fuels, and, with minor modifications, on ethanol. DNV’s Fuel Selector service and Alternative Fuels Insight (AFI) platform offer shipowners data-driven guidance on compliance costs and transition strategies
Methanol Fuel in Shipping can be downloaded here.
