The existing fleet of methanol-powered ships, with a capacity of between 112 to 120 vessels, could reach an approximate annual consumption of 6 million tons of ethanol if primarily operated on this fuel. This information has been obtained from recently published research. It is assumed that these ships use an average of 100 tons of conventional marine fuel per day and operate for 330 days a year.
Commercial advancements in 2026
Commercial developments in 2026 indicate that ethanol has progressed beyond engine testing. For example, A.P. Moller – Maersk announced on September 28 that it has conducted the first-ever ethanol bunkering process between two ships for a deep-sea container vessel. This ship, Tangier Maersk, was bunkered with 100% ethanol produced from domestic corn. This action could open new commercial pathways for U.S. agricultural goods to the marine fuel supply chain.
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Benefits of ethanol as marine fuel
Ethanol can leverage the engine technology, transportation infrastructure, and operational experience that have already been developed for methanol. These two alcoholic fuels share similar characteristics. Tests by engine manufacturers such as Everllence, WinGD, and Wärtsilä have shown that engines designed for methanol can be converted to ethanol with minor adjustments or no hardware changes. Tests conducted on the Laura Maersk ship showed that the blend of ethanol and methanol changed from 10% to 50% and then to 100% ethanol.
Ethanol also has an advantage in terms of energy content. Its lower heating value of 26.9 megajoules per kilogram is about 35% higher than methanol's 19.9 megajoules per kilogram. This means that less space is needed for fuel and storage to achieve equivalent sailing range. Specifically, a ship requires about 1.8 times the storage volume for ethanol compared to using marine diesel.
Existing challenges and barriers
However, port standards and infrastructure remain significant barriers to the adoption of ethanol as marine fuel. The International Maritime Organization (IMO) interim safety regulations currently cover the use of ethanol in suitable vessels. But widespread commercial acceptance requires a marine fuel specification for ethanol. ISO is developing the ISO 6583-2 standard for ethanol, which is expected to be published in 2027.
Port infrastructure also needs development. Ports used for importing and exporting ethanol must have storage capacity and require dedicated barges, ship transfer methods, and reliable supply chains at the port level. In the short term, the opportunity for ethanol lies in utilizing the existing methanol fleet and infrastructure.
