# Marine biofuels: biomethanol and bio-LNG

Why ocean shipping converged on methanol and liquefied biomethane, the synthesis routes from syngas and biogas that produce them, and the volumetric, cryogenic and slip limits each carries.

A ship chooses its fuel by storage physics long before production chemistry gets a vote — methanol wins as the easiest molecule to synthesize and store, methane as the one an entire engine fleet already burns.

Source: https://en.bioecon.ru/docs/bioenergy-climate/biofuels-bioenergy/marine-biofuel-biomethanol-biolng/
Updated: 2026-09-07



Ocean shipping cannot electrify. A battery pack stores roughly half a megajoule per kilogram; heavy fuel oil stores about forty — a gap near two orders of magnitude that no projected chemistry closes for a vessel crossing an ocean between bunkers. So the fuel must be a molecule, and the molecule is chosen by port logistics and tank volume before anyone asks how it was made. Two candidates currently satisfy both shipbuilders and fuel producers: methanol and liquefied biomethane.

## Methanol: the minimal synthesis target

Methanol is the terminal point of one-carbon chemistry: CO + 2H2 over a copper-zinc-alumina catalyst at roughly 220–280 °C and 50–100 bar, with CO2 + 3H2 as a parallel route. Both reactions are exothermic and equilibrium-limited, so plants run recycle loops and convert per pass only partially. What makes methanol the natural first target of the [syngas platform](../gasification-fischer-tropsch-saf/) is selectivity: there is no chain-growth distribution to fight, no Anderson-Schulz-Flory ceiling, because the product is the single molecule itself. Gas cleanup matters exactly as much as on the Fischer-Tropsch page — sulfur poisons the copper catalyst — but everything after cleanup is comparatively easy. As a marine fuel, methanol is liquid at ambient temperature and pressure, boiling at 65 °C, so it needs no cryogenics and fits tank and bunker practice with modest adaptation. The price is volumetric: at roughly 16 MJ per litre it carries less than half the energy of heavy fuel oil, so tanks must be two and a half times larger for the same range, and its low lubricity and toxicity force engines to ignite it with a diesel pilot rather than by compression alone.

## Bio-LNG: riding an installed combustion base

Liquefied biomethane is simply the product of the [digester chain](../biogas-anaerobic-fermentation/) pushed one step further: upgrade biogas to pipeline-grade methane, then liquefy at −162 °C, shrinking the volume about six-hundred-fold. The liquefaction step has its own hard edge — CO2 must be stripped to trace levels first, because it freezes at −78.5 °C and would plug the cold box — but the combustion side is the appeal: an existing and growing fleet of dual-fuel engines already burns methane, so the biofuel drops into hardware bought for the fossil version. The unresolved liability is methane slip: gas engines let a fraction of unburned fuel escape, and methane is roughly thirty times stronger than CO2 as a greenhouse gas over a century, so a few percent of slip visibly erodes the climate case.

## Why these two and not something better

Neither molecule is energetically remarkable. They win on constraint satisfaction: both are storable in ship-scale tanks, both run in certified engines, and both have production routes — gasification to methanol, digestion to LNG — that draw on the two feedstock families of the [cluster framework](../biomass-for-energy/). The limiting quantities are unglamorous: litres per nautical mile, cryogenic capital, and slip percentage. A better chemistry would have to beat methanol not as a molecule but as cargo.