While eLNG can serve as a drop-in fuel for NG-ready ships, its economic viability remains challenging without substantial subsidies or a strong carbon pricing framework. From a chemistry perspective, the Sabatier reaction (CO₂ + 4H₂ → CH₄ + 2H₂O) requires a 4:1 H₂/CO₂ molar ratio, compared to 3:1 for eMethanol (CO₂ + 3H₂ → CH₃OH + H₂O). This implies a higher demand for hydrogen in eLNG production — and since #H₂ is the most energy- and cost-intensive input, that difference significantly impacts overall feasibility. e-LNG production results in ~4.47 kg of #H₂O per kg of H₂, while e-methanol generates ~2.98 kg , which shows a waste of the H₂ produced.
Both reactions are exothermic, but eLNG releases significantly more heat, which requires advanced thermal integration to avoid energy losses. Additionally, eMethanol is a liquid at ambient temperature, making it easier to store, transport, and handle, especially in maritime settings.
At Hy5, we believe that hardtoabate sectors will require a combination of solutions to achieve decarbonization targets. However, each solution will have its right timing, depending on the maturity of technologies and supporting infrastructure.
This is the moment for methanol. Its combination of chemical efficiency, manageable logistics, and technological readiness explains why e-methanol is becoming the maritime e-fuel of choice.
