Fuels
Unlocking the full potential of methanol
16 April 2024
09 July 2024
Lower emissions with methanol
Diesel-like performance with lower emissions makes methanol a good choice for a greener lower carbon future in transportation
Increasing regulatory pressure being applied to heavy-duty engines and marine vessels across the world means OEMs and end users must find ways to meet tightening emissions limits. Switching away from conventional to alternative fuels not only helps to cut particulate matter, NOx and sulphur emissions but also has some of the greatest potential to reduce greenhouse gas emissions. Paul Cooper and Joanna Hughes from Gane Energy, talk to Insight about the advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome some of the challenges.
End users and OEMs in both the maritime and heavy-duty vehicle/engine industries are exploring the ways alternative fuels, such as methanol, ammonia and hydrogen, can help them to meet tightening emissions regulations and decarbonisation targets. Gane Energy, a fuel development and licensing company based in Melbourne, Australia, has a vision to provide a clear pathway to carbon neutrality through a cost-effective, readily available, low-risk alternative to diesel which can leverage existing infrastructure. To that end it has developed a liquid methanol fuel, for use in heavy-duty and marine engines, that it is now working to commercialise. Gane Energy's fuel is made from methanol (CH3OH), water, a small amount of di-methyl ether (CH3OCH3) along with performance fuel additives. So, given Gane Energy's work in this area, we asked them what they consider to be the environmental benefits of using liquid methanol fuel instead of diesel fuel or marine fuel oils?
Joanna Hughes, Head of Commercialisation, Gane Energy
Now methanol is the simplest alcohol. It does not have any carbon-carbon bonds and fundamentally does not produce any soot when it combusts. Furthermore, the temperature of combustion of methanol in an engine is lower than with the classic long chain hydrocarbon fuels. And that lower temperature of combustion means that you produce dramatically lower NOx. And that has a natural advantage of course in terms of emissions to air, but what it also means is that for end users or customers, the exhaust aftertreatment that you have to carry on your ship or implement with your engine are significantly reduced. Or in some cases, for example using Gane Fuel, they can be avoided altogether and still meet regulated emissions levels.
If methanol is made from renewable sources, then effectively the CO2 that is captured in the fuel is then released when it's burned in the ship. And so from a net basis, the methanol as a fuel is carbon neutral, so not adding any net CO2 to the atmosphere.
One of the challenges associated with methanol use, particularly in marine applications, has been the need to use a pilot fuel to ignite it in the engine. While the majority of the energy to power the vessel is supplied by methanol this approach still uses a significant quantity of conventional fuel, which means it is not ideal in a world looking to decarbonise. But, as Paul explains, progress has been made on this front and, by using a different approach, they have been able to remove the need for a pilot fuel.
Paul Cooper, Chairman and Co-founder, Gane Energy
So the approach we've taken is that we take a small quantity of the methanol in Gane Fuel and we pass it over a catalyst and we convert it through that process to dimethyl ether. What we do with that is we put that in the inlet air as a fumigant, and that comes in with the air and creates the conditions that when the piston rises and that creates the heat, the DME ignites, and then the methanol, which is in our fuel, is supplied under high pressure into the cylinder, and that creates the event to enable the methanol to combust. So we achieve through the use of Gane Fuel, a combustion of methanol without requiring a diesel pilot fuel.
In the interview, we were also keen to understand the benefits that adding water to the Gane fuel formulation brings to end users.
Paul Cooper, Chairman and Co-founder, Gane Energy
We chose to add water to the fuel because it leads to two clear benefits. The first is that it reduces the NOx that is produced through the engine, and very helpfully for us we find that it reduces it to the extent that we can meet stage five inland water emission requirements on NOx, or IMO III without exhaust aftertreatment.
Also, depending on the quantity of water that's added, it can improve the brake thermal efficiency of the engine as well. So it leads to a win-win position.
Methanol vs hydrogen and ammonia
Methanol is not the only alternative fuel option available to the maritime and commercial vehicle industries. Ammonia and hydrogen are also being explored by many OEMs as potential options to cut greenhouse gas emissions, and it looks likely that we can expect a multi-fuel, multi technology future. Currently, Joanna estimates that some one billion tonnes a year of diesel-like products are used, that could potentially be substituted with such alternatives. To achieve the progress that is needed in terms of decarbonisation, she believes it's important that there are multiple solutions available. With this in mind we asked her to share some of the benefits methanol has vs hydrogen and ammonia.
Joanna Hughes, Head of Commercialisation, Gane Energy
I think one of the most important points is the technology readiness level. Methanol is in use today as a marine fuel, and so our speed at which we can transition to net carbon neutrality is greatly enhanced through adopting and continuing to accelerate the adoption of methanol in these industries.
I think the other point in terms of methanol versus ammonia and hydrogen that's important to bring out is the supply chain. Methanol is a liquid at ambient conditions. So in terms of the fuel suppliers, but also very importantly in terms of the end users, the ability to transport and store methanol is significantly easier and lower cost than the same task as required for ammonia or hydrogen.
Future directions
There has been a good uptake of methanol in the marine industry and the order book for new methanol capable vessels is growing. Data published by DNV shows that almost 16% of the ships on order are alternatively fuelled vessels with methanol out in front in new contracts in the last 12 months. However, cutting the data by how much the ship can carry (DWT), excluding LNG carriers, then almost 32% on order are alternatively fuelled vessels.
But, it’s not only these new vessels that can benefit from the emissions reduction benefits that running on methanol brings. Joanna says that the fact ships can be retrofitted to run on methanol is important for two reasons.
Joanna Hughes, Head of Commercialisation, Gane Energy
One is in terms of the potential to accelerate our transition to carbon neutrality, and the second is the efficiency or the economic efficiency, but also in terms of materials of being able to leverage existing infrastructure. And by that I mean existing infrastructure in terms of a liquid fuel to transport and store. And also in terms of the existing infrastructure in terms of the engines.
With the journey to methanol well underway in the marine sector, we asked Joanna what other applications are on their radar?
Joanna Hughes, Head of Commercialisation, Gane Energy
I think the next horizon if you like, is to look at land-based applications that can benefit from the advantages that methanol presents as a fuel. And really there you can talk about off-grid power generation where you've got the capability to have a carbon neutral green fuel easily transported to the customer site, providing green energy perhaps to power EVs.
It can be used in construction where you have in some areas really strict legislation on NOx emissions at site. So you could have a carbon neutral low NOx fuel to power your construction activities. Similarly, mining, even the train sector where large scale electrification may not be an option, then methanol presents a good alternative.
Additives support alternative fuels
As the use of methanol grows in various transportation applications, the use of high quality fuel additives will be vital to ensure hardware protection.
Paul Cooper, Chairman and Co-founder, Gane Energy
Methanol as a fuel offers many advantages in terms of the combustion properties, the emissions. It does give rise to certain issues that need to be addressed, specifically lubricity and potentially corrosivity as well. And I think these are the two key areas where additives can be helpful.
Lubricity improver additives create a protective film on the metal surfaces, which reduces friction and wear. This not only ensures smoother engine operation but also prolongs the lifespan of engine components. Corrosion inhibitor additives form a barrier between the methanol fuel and the surface of the metal to prevent corrosion-related damage.
Alternative fuels, such as methanol, ammonia and hydrogen will have a key role to play in the drive to decarbonise the internal combustion engine. Infineum is fully committed to ensuring that suitable fuel and lubricant additives are ready to support the introduction of these alternative fuels to the global market.
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