# MI — The Global Methanol Alliance: full site text > Plain-text rendition of https://methanol.org for AI assistants. See /llms.txt for the index. --- # Contact Us (https://methanol.org/contact) # Let's talk methanol Whether you have a question about membership, a media enquiry, or want to find out more about methanol, we are always happy to hear from you. Fill out the form ## Our offices ## Methanol is future-ready. Stay ahead of it. Get the latest market, policy, and technical developments from across the global methanol industry, delivered to your inbox every week. --- # Methanol Industry Events (https://methanol.org/events) # Where the methanol industry meets From our flagship summit to regional workshops, members-only briefings and public webinars — the MI calendar is how the industry learns together MI hosts webinars, roundtables, workshops, and meetings throughout the year, bringing together policymakers, industry experts, members, and other stakeholders to exchange knowledge and connect with others across the global methanol industry. Alongside MI events, we also feature selected partner events that may be of interest to our members and the wider methanol community. Some of our events are open to everyone, while others are exclusively available to MI members. Interested in joining our members-only events? --- # Methanol Institute is now MI — The Global Methanol Alliance (https://methanol.org/) # Methanol Institute: One molecule. Endless possibilities. MI is the global trade association for the methanol industry, connecting companies across the value chain and working with industry, governments, and international organisations to advance methanol worldwide. ### Port of Rotterdam joins MI – The Global Methanol Alliance ### Methanol Institute unveils its new identity ### The industry has changed. So have we. - 110+ Mt — Global annual production - 0.9 Mt — Annual renewable methanol production - 37 bn — Global market revenue - 650 — Production facilities worldwide ## EVENTS ## Methanol is future-ready. Stay ahead of it. Get the latest market, policy, and technical developments from across the global methanol industry, delivered to your inbox every week. ## Be part of a global network of 75+ companies across 90 countries. Connect across the industry, access knowledge and insights, and have a voice on the issues that matter to your business. --- # Methanol Fuel Consumption Calculator (https://methanol.org/knowledge-calculator) # Fuel calculator ## Fuel consumption calculator Estimate the methanol, pilot fuel and fuel oil a two-stroke main engine will burn over a year. Enter the engine’s rated power, then the number of days it spends at each load — in methanol mode, in conventional fuel mode, or both. ### Methanol mode Percentage of load, measured in days ### ULSF / VLSF mode Percentage of load, measured in days - 0.00 — 0.00 Pilot fuel Methanol Fuel oil The Fuel Consumption Calculator is a tool designed to help ship owners estimate methanol and pilot fuel consumption for two-stroke main engines used on vessels. The consumption values at various engine loads are based on standard data provided by propulsion Original Equipment Manufacturers (OEMs). Please note that tolerances are not included, so some variation should be expected. ## Important considerations Load profile accuracy: The closer your engine load profile reflects actual operations, the more precise the estimated fuel consumption. Fuel mode: Engines operating below a 10% load will switch to Very Low Sulfur Fuel Oil (VLSFO) / Ultra Low Sulfur Fuel Oil (ULSFO) mode. Pilot fuel: A constant 5% pilot fuel (based on energy at 100% load) is required to facilitate methanol ignition and combustion. ## Calculations Calculations are based on Lower Calorific Values (LCV): This calculator is intended for individual ships and engines, based on specific operational data. If you want to observe load patterns across fleets, you can look at the Fourth Greenhouse Gas Study 2020 by the International Maritime Organization. --- # Methanol Price, Supply & Demand (https://methanol.org/knowledge-data) # Methanol market data Explore the latest data on the global methanol industry, from pricing, supply and demand to key derivatives and end uses. Our interactive maps also track the growing pipeline of low-carbon and renewable methanol projects worldwide and the expanding network of ports where methanol is available as a cargo or marine fuel. ## Conventional methanol Regional methanol price history and forecast Global methanol industry demand and forecast, ’000 t World methanol supply and demand, ’000 t Industry derivative demand, 2025 See where that demand goes — methanol derivatives and end uses → ## Low-carbon and renewable methanol - 50 — 500 - 2,000 — kt/y Source: GENA Solutions, September 2026. Compiled and mapped by MI. ## Global port infrastructure Source: Port data compiled by MI from member and port authority sources. --- # Methanol Publications & Reports (https://methanol.org/knowledge-publications) # Publications ### Methanol and CBAM: Why Inclusion Is Not Justified ### Union Database: Preserve Access to Renewable Fuels through Fair Competition ### RED IV: Scaling renewable methanol beyond 2030 ### Unlocking investment for net-zero shipping ### The economic value of methanol for shipping ### Methanol life cycle assessment ### Marine methanol: future-proof shipping fuel ### Accelerating the net-zero transition: assessing the potential of e-fuels in China’s road transport ### Methanol-to-Jet SAF: policy, technoeconomic and commercial outlook ### Innovation Outlook: Renewable Methanol --- # Member Benefits (https://methanol.org/membership-benefits) # Benefits MI brings together the organisations shaping the future of methanol markets. Together with our members, we help advance technical standards, inform policy, strengthen existing markets, and unlock new opportunities across the methanol industry. Membership gives your organisation access to a global network, industry expertise, market intelligence, and the opportunity to help shape the future of methanol. ## Member benefits ### Influence MI represents its members where policies, regulations, standards, and technical frameworks are developed. Through our engagement with governments, regulators, standards bodies, and international organisations, members have the opportunity to contribute to the discussions shaping methanol markets. Members can participate in MI's Committees, Working Groups, and Task Forces, helping define industry priorities, contribute technical expertise, and influence the future direction of the industry. ### Leadership Membership is an opportunity not only to participate in the industry's development, but to help shape it. Leadership roles in MI's Committees, Working Groups, and Task Forces are primarily held by higher-tier members, providing opportunities to guide industry priorities, contribute to technical and policy positions, and influence MI's strategic direction. Members can also regularly contribute to high-level industry discussions, represent MI at industry events and policy forums, and help shape the conversation on methanol. ### Market intelligence The methanol industry is evolving rapidly. MI helps members stay ahead of regulatory developments, market trends, and technical advances through market intelligence, research, policy updates, and technical publications. Our global team monitors developments across key markets, translating regulatory, commercial, and technical developments into practical insights for members. Exclusive member-only webinars featuring policymakers, industry leaders, project developers, technology providers, and market analysts, together with our weekly newsletter, keep members informed of the developments shaping methanol markets worldwide. ### Your voice at the table MI participates in many of the industry's leading international forums, initiatives, and partnerships, giving our members a voice where key decisions affecting the industry are discussed. This allows us to represent our members' interests, bring industry expertise, and contribute directly to regulation, technical standards, and market development. Our engagement includes the International Maritime Organisation through our consultative status, the Leadership Council of the Industrial Transition Accelerator (ITA), the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping (MMM) as a knowledge partner, the U.S. Maritime Innovation Coalition, the Molecule Group, and the International Think Tank for High-Level Shipping Services in Shanghai's Lin-gang Special Area. ### A global network MI connects companies across the global methanol value chain, creating opportunities to identify new partners, exchange knowledge, and grow your business. Through our member engagement platform, workstreams, and industry events, members gain direct access to MI's global network of organisations from more than 90 countries, connecting with producers, technology providers, fuel suppliers, shipowners, chemical manufacturers, policymakers, and other stakeholders. MI also facilitates personal introductions to contacts relevant to your business, helping members explore new commercial opportunities and strengthen strategic relationships. ### Visibility MI helps raise the profile of its members across the global methanol industry. We promote member announcements, projects, and milestones through our website, newsletters, and social media, helping showcase the work and achievements of our members to a global audience. Members also have opportunities to contribute articles, participate in webinars, and take part in speaking engagements, helping position their organisations at the forefront of industry discussions. ## Become a member Tell us about your organisation and our membership team will be in touch. --- # Meet Our Members (https://methanol.org/membership-members) # Meet our members Our members are at the heart of everything we do. Together, they bring expertise from every part of the methanol value chain and every region of the world, making MI the leading voice for the methanol industry. Our membership includes more than 75 companies that operate across 90 countries. From producers, engine and technology providers to downstream users and traders, our membership reflects the diversity of organisations working across the industry. Discover the organisations that make up our global membership. Hear from our members why they joined MI → --- # Hear From Our Members (https://methanol.org/membership-voices) # Meet our members ## Hear from our members why they joined MI “At European Energy, we joined MI because we believe the industry moves faster when companies work together. Alongside providing a valuable forum for sharing knowledge and discussing common challenges, MI plays an important role in championing renewable methanol—including both e-methanol and biomethanol—with policymakers and the wider market. As the industry continues to mature, that work is more important than ever.” Rene Alcaraz Frederiksen Executive Vice President, Power-to-X, European Energy “Gane Energy joined MI to draw on its technical and industry expertise, build connections across its member network and help advance methanol’s role in a more sustainable energy future. We particularly value the practical insights and high-quality industry relationships our membership provides, strengthening the commercialisation of Gane Fuel and turning shared ambition into meaningful progress.” Joanna Ganes Chief Executive Officer, Gane Energy “HIF Global, a pioneer in e-Methanol production, highly values MI for its transparent industry tracking, policy advocacy, and leadership convening stakeholders to grow the global methanol market. The work of MI is paramount to supporting new methanol production with clear, supportive international regulatory frameworks. MI is an invaluable partner in our mission to increase the secure supply of methanol to maritime, road, and aviation markets whilst reducing CO₂ emissions worldwide.” Meg Gentle Executive Director of the Board, HIF Global “MI gives Emvolon a seat at the table shaping the methanol industry's future, from growing established markets to bringing renewable methanol to the world. As an MIT spin-off actively commercializing modular systems that convert stranded methane into green methanol at the source, being part of a network that spans producers, distributors, shippers, and technology companies across five continents is invaluable. The connections, the market intelligence, and the collective voice MI provides are exactly what a company at our stage needs to move fast and build the right partnerships.” Emmanuel Kasseris Chief Executive Officer, Emvolon “Proman was a founding member of MI and has supported its development over the years. Through MI, we can engage governments, regulators and other stakeholders with the collective weight of the industry behind us to ensure methanol’s benefits and potential are fully understood. During our membership and active leadership on the MI Board, methanol’s role has grown — from a vital chemical building block in everyday products to a cleaner-burning fuel for shipping, road and air transport, and power generation — and MI has evolved with it. Today, it is not only the voice of the methanol industry, but an important voice in the global energy transition, helping its members drive change while supporting jobs and communities.” Peter Schild Managing Director, Sustainability, Proman “Goldwind joined MI to stay closely connected to the global green methanol value chain and to gain timely insights into market developments and regulatory shifts. MI's industry reports, member meetings, and extensive network have been invaluable in helping us build strategic partnerships with producers, technology providers, and traders. We greatly value MI's role as a trusted platform that keeps us informed, connected, and well‑positioned to advance our green methanol business.” Mike Yang Director & Regional General Manager, Goldwind Green Energy Chemicals --- # Become a Member (https://methanol.org/membership-why) # Why join MI brings together the organisations shaping the future of methanol markets. Our members span the entire value chain, from producers, distributors, and technology providers to fuel suppliers, shipowners, chemical manufacturers, and end users. Membership provides a platform to engage with industry leaders, contribute to technical and regulatory discussions, and help shape the policies, standards, and market developments that influence the future of methanol worldwide. Whether your interest is in established markets or emerging applications, MI connects you with the people, knowledge, and opportunities that matter. As the global trade association for the methanol industry, MI represents its members where decisions are made. From our Consultative Status at the International Maritime Organisation to our engagement with governments, regulators, international organisations, and high-level groups such as the Industrial Transition Accelerator around the world, we help ensure that the industry's expertise is reflected in the frameworks that shape methanol markets. Explore the pages below to learn more about the benefits of being a member and meet the organisations that make up MI's global community. --- # Methanol Voices (https://methanol.org/news-voices) # Methanol Voices The methanol industry is evolving quickly, with new projects, applications and markets taking shape around the world. Methanol Voices tells those stories through the people behind them. Through interviews and contributed articles, the series brings together perspectives from across the industry, sharing what is happening on the ground and where opportunities are emerging. ### The emergence of aviation as the next renewable methanol market ### Taking methanol to the road in Trinidad and Tobago --- # Methanol News & Press Releases (https://methanol.org/news) # Latest from MI ### Port of Rotterdam joins MI – The Global Methanol Alliance ### A More Resilient Europe Needs an Enduring Transport Target under the Renewable Energy Directive ### UK Alternative Maritime Fuels Coalition joint statement ### Methanol Institute unveils its new identity ### The industry has changed. So have we. ### Joint industry letter on the RFNBO Delegated Act ### Delivering Europe’s hydrogen ambitions: a joint industry roadmap ### Clean Maritime Fuels Platform statement on the EU Industrial Maritime Strategy ### New report identifies Methanol-to-Jet as a key accelerator of the next wave of Sustainable Aviation Fuel ### MI Calls for Continued Collaboration Following Postponement of Decision to Adopt IMO’s Net-Zero Framework ### Methanol Institute Statement in support of IMO’s adoption of Net-Zero Framework ### Felicia Mester Joins the Methanol Institute as Managing Director for Europe & IMO Affairs ### NVS Energy Industria Lda Joins the Methanol Institute as Key New Member in Africa ### Alexander Döll Appointed CEO of the Methanol Institute ### MI comments on U.S. IRA Section 45V ### MI comments on U.S. IRA Section 45Z ### MI response to the RED Annex V & VI public consultation --- # Privacy Notice (https://methanol.org/privacy) # Privacy notice ## Who we are This website is operated by MI — The Global Methanol Alliance (the Methanol Institute), the global trade association for the methanol industry, with offices in Washington D.C., Brussels, Singapore, Beijing and New Delhi. 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If you are in the EEA or the UK and are unhappy with our response, you may complain to your national data protection authority; for our Brussels office that is the Belgian Data Protection Authority (autoriteitprotectiondonnees.be). ## Automated decisions We do not make decisions about you by automated means, and we do not profile you. ## Changes If we change this notice we will publish the new version here and update the date below. Last updated 25 August 2026. --- # Terms of Use (https://methanol.org/terms) # Terms of use ## These terms By using this website you accept these terms. If you do not accept them, please do not use the site. We may update them, and the version published here is the one that applies. ## What this site is for This site provides general information about methanol and about MI — The Global Methanol Alliance (the Methanol Institute). It is published for information only. It is not technical, safety, legal or investment advice, and it is not a substitute for the applicable regulations, standards, safety data sheets or professional advice that govern how methanol is produced, handled, transported and used. ## Accuracy We take care over what we publish, but we cannot guarantee that everything is complete, current or free of error. Market data, project and port information and other figures come from third parties, are credited where they appear, and may change. Anyone relying on them should go back to the original source. ## Third-party content and links Where we credit a third party — for example market data from Argus Media or project data from GENA Solutions — that material remains theirs and is shared as a service to the community. Publishing it does not amount to an endorsement, and we accept no liability for its accuracy or completeness. Links to other websites are offered for convenience; we do not control them and are not responsible for their content. ## Intellectual property The Methanol Institute name, the MI and Global Methanol Alliance marks, and the text, images and design of this site belong to MI or to its licensors. You may read, print and quote from the site for your own information or for reporting, provided you credit the Methanol Institute and do not alter the meaning. Any other reuse, including republication or commercial use, needs our written permission. ## Privacy and cookies How we handle personal data is set out in our privacy notice, which forms part of these terms. It explains what we collect, why, on what legal basis, how long we keep it and what rights you have over it, and lists every cookie and piece of browser storage the site uses. The site stores nothing non-essential and loads no embedded video or dashboard until you consent in the notice shown on your first visit. You can change that choice at any time from “Cookie settings” at the foot of any page. ## Members-only material Parts of this site are open to members only. Member credentials are personal to the individual they are issued to and must not be shared. Material behind the login is provided for members’ own use. ## Liability To the extent the law allows, we exclude liability for any loss arising from use of this site or reliance on what it contains. Nothing here excludes liability that cannot lawfully be excluded. ## Governing law These terms and any dispute arising from them are governed by the laws that apply at MI’s principal place of business, and the courts there have jurisdiction. If you are a consumer resident in the European Union, this does not deprive you of the protection of the mandatory rules of your own country, and you keep the right to bring proceedings there. ## Contact Write to mi@methanol.org with any question about these terms, about anything published on this site, or to ask permission to reuse material from it. Last updated 25 August 2026. --- # What Is Methanol? Properties, Production & Uses (https://methanol.org/what-about) # About methanol ## The versatile molecule driving the global energy transition Methanol is one of the most widely traded and used commodities. More than 110 million tonnes are produced globally each year and used across a wide range of industries, from manufacturing and construction to transport and power generation. Its versatility, established global supply chain, and ability to be produced from multiple feedstocks are helping expand its use as industries look to reduce emissions and diversify their energy sources. Explore the pages below to learn what methanol is, how it is produced, and why it is being deployed across transport, industry, and energy systems. --- # Methanol Derivatives & End Uses (https://methanol.org/what-chemicals-derivatives) # Derivatives and end uses ## Methanol derivatives and end uses Methanol is one of the most important chemical building blocks, used as a raw material to produce thousands of products found in our homes, hospitals, offices, and construction sites around the world. Around 70% of global methanol production goes into chemical derivatives, making the chemical industry the largest market for methanol worldwide. Methanol is rarely visible in the final product. Instead, it is transformed into intermediate chemicals that move through multiple stages of production before becoming materials used in everything from construction and paints to pharmaceuticals, textiles, and consumer goods. See methanol demand and production data in the Knowledge hub → ## Methanol derivatives ### Formaldehyde Formaldehyde is the single largest methanol derivative, accounting for around 23% of global methanol demand. It is primarily used to produce the resins and adhesives found in products such as plywood, particleboard, flooring, kitchen cabinets, and furniture. Beyond construction materials, formaldehyde-based resins are also used in permanent-press textiles, paper coatings, and certain insulation materials. Globally, demand for formaldehyde is closely tied to construction activity, with Asia Pacific accounting for the largest share of consumption. ### Acetic acid Acetic acid is produced from methanol and carbon monoxide through a process known as carbonylation. The two most widely used versions of this process are the Monsanto process, developed in the 1960s, and the Cativa process, which uses an iridium catalyst and is now the dominant industrial route. Acetic acid is used to manufacture paints, adhesives, coatings, textiles, pharmaceuticals, and industrial materials. It is also converted into vinyl acetate monomer, which is used to produce polyvinyl acetate for paints, adhesives, and coatings. Acetic acid is also converted into cellulose acetate, which is used in textiles and photographic film, and into acetic anhydride, which is used in pharmaceutical products. Beyond industrial applications, acetic acid is also the main component of vinegar, making it an important ingredient in the food industry. ### Methyl tertiary butyl ether (MTBE) Methyl tertiary butyl ether is made by reacting methanol with isobutylene and is primarily used as a fuel additive in petrol. It is typically blended at concentrations between 5% and 15% to improve octane levels and reduce the formation of carbon monoxide in vehicle exhausts, particularly in urban areas. MTBE replaced lead-based additives as the primary octane booster in petrol from the 1980s onwards. MTBE demand varies significantly by region. While the United States phased out its use following groundwater contamination concerns in the late 1990s, it remains widely used in petrol blending across Europe, Asia, and the Middle East. It is one of the larger methanol derivatives by volume. ### Methyl methacrylate (MMA) Methyl methacrylate is a monomer produced from methanol and acetone, or through newer methanol-based production routes that are gradually replacing the older acetone cyanohydrin process. MMA is the building block for polymethyl methacrylate, known as acrylic glass or by brand names such as Plexiglas. Acrylic glass is widely used in architectural glazing, signage, retail displays, aircraft windows, and aquariums. MMA is also used as a monomer in surface coatings, adhesives, and sealants, and in the production of polymers used in medical devices and materials. MMA demand is growing, driven by construction, automotive, and electronics applications, where lightweight, durable, and transparent materials are increasingly valued. ### Dimethyl ether (DME) Dimethyl ether is produced by dehydrating methanol over a catalyst. It is a colorless gas at room temperature but can be stored as a liquid under moderate pressure, similar to LPG. DME is used as an aerosol propellant in a range of consumer and industrial spray products and it has replaced chlorofluorocarbons in these applications. DME can also be used as a fuel. It burns cleanly with no sulfur and very low particulate emissions, making it an attractive option for diesel substitution in road transport and as a cooking fuel in regions where LPG is expensive or inaccessible. DME can also be blended with LPG in existing distribution systems, helping reduce the infrastructure investment required for adoption. Demand for DME as a fuel is growing, particularly in China and parts of Asia, where it is used in residential cooking and industrial heating. In transport, DME-powered buses and trucks have been demonstrated in pilot programmes in Europe, and the fuel is also being explored for marine application. ### Methylamines Methylamines are produced by reacting methanol with ammonia at high temperature and pressure over a catalyst. The process produces a mixture of monomethylamine, dimethylamine, and trimethylamine, which can be separated and used in different applications. Monomethylamine is used in the production of agricultural chemicals including herbicides and pesticides. Dimethylamine is used in the production of industrial solvents and water treatment chemicals. Trimethylamine is used in the production of choline chloride, an animal feed supplement used across the livestock industry. ## Frequently asked questions ### What does "chemical building block" mean? When we say methanol is a chemical building block, we mean it is one of the first steps in a long chain of manufacturing processes. Methanol is converted into other chemicals, which are then processed further to make many of the materials and products we rely on every day. Think of it like flour in baking. You cannot see the flour in a finished loaf of bread, but it is the foundation for everything that follows. ### Why does the methanol production route matter? The raw materials used in manufacturing can have a significant impact on the carbon footprint of the final product. When low-carbon or renewable methanol replaces conventional methanol as a raw material in chemical manufacturing, the embedded emissions of downstream products can also be reduced. A product made using e-methanol, for example, can have a lower carbon footprint than an equivalent product made using conventional feedstocks. This is becoming increasingly relevant as manufacturers look to understand and reduce Scope 3 emissions, including emissions associated with the raw materials they purchase. Low-carbon and renewable methanol is already available from commercial suppliers, with volumes expected to grow as more projects reach production. --- # Methanol-to-Olefins (MTO) (https://methanol.org/what-chemicals-mto) # MTO ## Methanol-to-Olefins (MTO) Ethylene and propylene are two of the most important building blocks used to make plastics and chemicals. They are used to produce materials such as polyethylene and polypropylene, which appear in everyday products including packaging, pipes, clothing, car parts, and household goods. Traditionally, these chemicals are made from crude oil in large petrochemical plants known as steam crackers. Methanol-to-Olefins (MTO) provides an alternative pathway by using methanol instead of oil. MTO is already a proven commercial technology, mainly in China, where more than 30 plants are operating today. ## How does MTO work? In the MTO process, methanol is mixed with steam and passed through a reactor containing a specialised catalyst, where it is converted into light olefins, primarily ethylene and propylene. The resulting product stream is then separated into ethylene, propylene, water, and heavier hydrocarbons. The ethylene and propylene are purified to polymer grade and sent into downstream units to make polyethylene and polypropylene. Commercial MTO plants have been operating at industrial scale for more than a decade and achieve high methanol conversion rates of around 99%. One of the key advantages of MTO is its feedstock flexibility. The process can use methanol produced from a variety of sources, including natural gas, coal, biomass, and renewable electricity combined with captured carbon dioxide. This means the same production technology can be used as low-carbon methanol sources become available. ## MTO and MTP A related process, Methanol-to-Propylene (MTP) is designed specifically to maximise propylene output rather than producing a mix of ethylene and propylene. In the MTP process, methanol is first converted into dimethyl ether (DME) before being transformed into propylene and other hydrocarbons. The two technologies serve different market needs: MTO is typically used when there is demand for both ethylene and propylene, while MTP is preferred when propylene is the primary product. ## Where is MTO used today? China is by far the largest market for MTO technology and accounts for the vast majority of global operating capacity, with more than 20 million tonnes per year of combined MTO and MTP production capacity. One of the factors driving investment in MTO has been its ability to convert domestically produced coal and natural gas into olefins without relying on crude oil imports. As a result, MTO has become an established part of China's petrochemical industry, and today there are more than 30 plants operating across the country. Outside China, MTO deployment is more limited, but interest is growing in regions with access to competitive methanol or natural gas supply, including the Middle East and North America.. ## MTO and the decarbonisation of plastics Plastics are an essential part of modern life. They are used in everything from food packaging and medical equipment to household products and vehicles. Yet producing plastics remains a significant environmental challenge because industry continues to rely heavily on fossil resources. Polyethylene and polypropylene together account for more than half of all plastics produced globally by volume and are predominantly made from fossil-derived feedstocks, either naphtha from crude oil or ethane from natural gas liquids. MTO offers an alternative pathway for producing low-carbon plastics. When renewable methanol is used as the feedstock, the ethylene and propylene produced through the MTO process can have a lower carbon footprint than those produced through conventional petrochemical routes. This creates an opportunity for manufacturers seeking to reduce the carbon footprint of their products while continuing to use established production technologies, infrastructure, and value chains. ## Frequently asked questions about MTO ### How much methanol does an MTO plant use? Converting one tonne of olefins through the MTO process requires approximately 2.9 to 3.2 tonnes of methanol, depending on the plant design and the desired ethylene to propylene ratio. A large MTO plant producing 600,000 tonnes of olefins per year can consume approximately 1.7 to 1.9 million tonnes of methanol annually. This makes MTO plants among the largest individual consumers of methanol in the world and an important source of demand for the global methanol industry. --- # Methanol as a Chemical Building Block (https://methanol.org/what-chemicals) # Chemicals ## The building block behind everyday products Methanol is an important chemical building block used as a raw material to produce thousands of everyday products. Its value lies in its versatility. Methanol can be converted into a wide range of chemical derivatives and materials that support industries, including construction, healthcare, consumer goods, agriculture, and manufacturing. It is also used to produce olefins, the key building blocks for many of the plastics used in modern economies. As manufacturers look to reduce emissions across their supply chains, increasing attention is being placed on the carbon footprint of the raw materials used to make products. This is creating new opportunities for low-carbon and renewable methanol in chemical manufacturing. At MI, we work with industry and policymakers to support the continued growth of methanol's chemical markets. From established applications to emerging technologies, we help bring together the people, expertise, and partnerships that support innovation and market development. Explore the pages below to learn how methanol is used across the chemical industry, the products it helps create, and how it can support the production of low-carbon materials. --- # Methanol for Sustainable Aviation Fuel (SAF) (https://methanol.org/what-fuels-aviation) # Aviation ## Methanol-to-Jet Aviation fuel demand is expected to increase significantly by 2050, rising from about 330 million tonnes in 2019 to over 500 million tonnes. At the same time, Sustainable Aviation Fuel (SAF) demand is projected to grow from about 0.5 million tonnes in 2025 to nearly 60 million tonnes by 2050 as the aviation sector works towards decarbonization goals. Aviation remains one of the most difficult sectors to decarbonize, particularly for long-haul flights that require energy-dense liquid fuels that can be stored and handled safely over long distances. As a result, SAF is expected to play a central role in reducing emissions from the sector. Existing SAF pathways, including HEFA, Fischer-Tropsch (FT), and Alcohol-To-Jet (AtJ), alone are unlikely to deliver the volumes needed at the pace required due to feedstock constraints. Methanol-to-jet (MtJ) is emerging as a promising pathway that can help close the gap by building on existing global methanol production, transport, and storage infrastructure, proven technology, and flexible low-carbon feedstocks. ## The Methanol-to-Jet pathway to Sustainable Aviation Fuel In the MtJ pathway, methanol is used as an intermediate to produce sustainable aviation fuel that meets ASTM D7566 specifications for use in commercial aircrafts. The final blended fuel must comply with ASTM D1655, the standard for general aviation fuels. The process takes place in two main stages. First, methanol is converted into olefins, a group of hydrocarbon molecules, through the Methanol-to-Olefins (MTO) process. These olefins are then upgraded through the Olefins-to-Jet (OtJ) process, where they are converted into synthetic kerosene within the jet fuel range. The resulting fuel is chemically similar to conventional Jet-A fuel and can be blended into existing aviation fuel systems without modifications to aircraft engines, fueling systems, or airport storage infrastructure. Depending on the methanol feedstock used, the resulting fuel can deliver between 70% and 90% lifecycle greenhouse gas reductions compared to conventional fossil jet fuel. This includes pathways using renewable electricity, captured CO2, or sustainably sourced biomass. Commercial-scale methanol-to-jet projects are currently being developed across Asia, Australia, Europe, and North America, while major tech companies, including Exxon Mobil, Honeywell UOP, CAC, and Topsoe, have developed technologies to support the scale-up of MtJ production and SAF supply chains. ## Why use methanol as a feedstock ### Existing supply and infrastructure One of methanol’s key advantages is that it already benefits from a global production and logistics network, offering a potential pathway to scale SAF more quickly than entirely new fuel systems. Unlike SAF pathways that rely on limited feedstocks or new supply chains, MtJ builds on decades of existing methanol production, transport, and storage experience. MtJ facilities can also be integrated with methanol plants or located near CO₂ sources and ports, helping simplify logistics while reducing infrastructure and permitting requirements. ### Drop-in compatibility Methanol-derived synthetic kerosene is designed to work within existing aviation systems. It can be blended and distributed through current fuel infrastructure without requiring modifications to aircraft engines, airport fueling systems, or storage facilities. This drop-in capability in aviation is critical because it allows SAF to be blended and distributed through the existing aviation fuel supply chain without additional investment at airports or by airlines. ### Regulatory eligibility MtJ is recognised under major regulatory frameworks, including the European Union’s ReFuelEU Aviation and the UK’s Sustainable Skies Roadmap. Producers using this pathway can generate SAF certificates that airlines need to meet blending mandates, creating a direct commercial market. ### Flexible feedstocks Methanol can be produced through a range of conventional, low-carbon, and renewable pathways, including captured carbon, renewable hydrogen, and sustainably sourced biomass. This flexibility gives MtJ an important advantage over SAF pathways that depend on more limited feedstock options. ### Cost competitiveness MtJ also shows strong potential to become cost-competitive compared to some newer SAF pathways, particularly as SAF markets mature and production scales up. Our recent analysis on MtJ suggests that it could become increasingly cost-competitive, especially in integrated facilities where methanol production and fuel synthesis are located together. Biomethanol-based MtJ pathways are also considered among the lower-cost emerging SAF options compared to FT and advanced AtJ pathways. ## Frequently asked questions ### Can methanol be used directly as aviation fuel? Methanol can be used as a fuel in applications including gas turbines, internal combustion engines, and fuel cells. There has been research and testing on the direct use of methanol in aviation. However, methanol is not approved for direct use as a fuel in commercial aircrafts. Instead, methanol is used as an intermediate to produce sustainable aviation fuel through the Methanol-to-Jet pathway. The resulting synthetic kerosene has the energy density and combustion properties required for use in existing aircraft engines and aviation fuel systems. ### Is methanol considered a Sustainable Aviation Fuel (SAF)? Methanol itself is not classified as a sustainable aviation fuel. SAF refers to the finished aviation fuel loaded into aircraft fuel tanks and burned in jet engines. What methanol provides is a scalable pathway for making SAF through the Methanol-to-Jet process. Under the European Union’s ReFuelEU Aviation regulation and similar frameworks in the UK and the US, synthetic fuels produced from renewable methanol can qualify as SAF and contribute toward mandatory blending targets that require airlines to use increasing amounts of SAF over time. --- # Methanol for Power Generation (https://methanol.org/what-fuels-power) # Power ## Methanol for power generation Electricity generation is responsible for around 25% of global greenhouse gas emissions. At the same time, demand for electricity is growing rapidly as transport, industry, data centers, and other sectors require increasing amounts of power. As electricity systems add more renewable energy to the grid, they also need reliable ways to generate, store, and deliver power when and where it is needed. Meeting these challenges will require a range of technologies working together. Methanol can play a role across the power sector. It can be used as a fuel to generate electricity, as a way to store renewable energy, and as a practical solution for locations where reliable power is needed but grid access is limited. ## How methanol is used in power generation Methanol can be used in gas turbines, reciprocating engines, and fuel cells to generate electricity. In gas turbine applications, methanol can be used on its own or alongside natural gas. It can help reduce air pollutant emissions compared to coal or oil-based generation, because it contains no sulfur and burns cleaner. Therefore, it can be an attractive option in regions with stricter air quality requirements, where operators are looking for cleaner fuel options that can be integrated into existing power systems. Reciprocating engine generators, commonly used in industrial facilities, remote communities, and as backup power generation in hospitals and data centres, can also be adapted to run on methanol with engine modifications similar to those used for natural gas conversions. Fuel cells offer another pathway by converting methanol directly into electricity without combustion. Direct methanol fuel cells can achieve efficiencies of about 40% to 60%, compared to approximately 30% to 45% for a typical combustion generator. This higher efficiency, combined with low local emissions, makes fuel cells well-suited to certain power generation applications. ## Supporting renewable energy systems As wind and solar generation increase, electricity systems face an increasing challenge in matching supply with demand. Batteries are well-suited to balancing short-term fluctuations in renewable energy generation, but storing energy over longer periods requires different solutions. This is where methanol can play an important role. Methanol can be produced using renewable electricity, water, and captured CO2 through a process known as Power-to-X, converting energy into a liquid fuel that can be stored, transported, and used when needed. Unlike batteries, methanol can be stored in storage tanks for extended periods without degradation or energy loss. When additional generation is needed, it can be converted back into electricity through turbines or fuel cells. This ability to store renewable energy in liquid form, combined with methanol's existing distribution infrastructure, makes it one of the most practical options for long-duration and seasonal energy storage. ## Reliable power where it’s needed Not all applications can be easily connected to a natural gas pipeline or high-voltage grid. Remote communities, industrial sites, mining operations, and critical infrastructure often require reliable power generation that can operate independently of the grid. Being a liquid fuel at ambient conditions that can be transported using existing fuel logistics networks, methanol can be a practical power solution accessible to such off-grid locations. Remote mining operations, island communities, telecom base stations, and disaster relief operations have all used methanol-powered generators as a cleaner, more reliable alternative to diesel. The fuel can be stored on site for extended periods without the degradation or safety issues associated with compressed gas alternatives, and delivered using standard tankers. ## Emissions and environmental performance Methanol burns cleanly, completely eliminating sulfur dioxide emissions and producing significantly less particulate matter than coal or oil. While nitrogen oxide levels depend on the engine used, methanol naturally cools the combustion process, which helps keep these emissions low. Using conventional methanol instead of coal reduces carbon dioxide emissions by about 15% to 25%. Renewable methanol can cut greenhouse gas emissions by over 90%. As renewable methanol production continues to scale, it is expected to play an increasing role in low-carbon power generation. --- # Methanol Fuel for Road Transport (https://methanol.org/what-fuels-road) # Road ## Methanol as a fuel for road transport Methanol has been used in road transport for decades, both as a gasoline blend component and as a fuel for vehicles ranging from passenger cars to heavy-duty trucks, offering a practical fuel option that can help transition away from conventional fuels and improve local air quality in urban areas. Its combustion, established distribution networks, and wide availability support its use in transportation. China currently has one of the world’s largest methanol vehicle fleets, supported by established fuel production, distribution, and refueling infrastructure. - 20,000+ — methanol and methanol-hybrid passenger vehicles - 11,000+ — heavy- and light-duty trucks - 1,000+ — buses operating on methanol - ~1.3 million — tonnes of methanol consumed annually ## How is methanol used in vehicles Methanol can be used either on its own or blended with gasoline in different concentrations. Lower methanol blends, such as M15, can often be used in conventional gasoline vehicles with limited or no engine modifications. Higher blends, including M85 and M100, require dedicated or flex-fuel vehicle technologies designed specifically for methanol use. In Europe, the use of renewable methanol in fuel blends is also supported under the Renewable Energy Directive (RED) as part of broader efforts to reduce the carbon intensity of transport fuels. In heavy-duty transport, methanol can also be used in trucks and buses through dual-fuel systems or dedicated methanol engines. ## Technology development Major automakers like Geely have been developing methanol-powered passenger vehicles since 2005 and heavy-duty vehicles for the Chinese market since 2015. Methanol technology is also finding its way into motorsport. In 2026, Geely unveiled methanol-powered race cars and announced plans for a dedicated racing series in China, highlighting the growing range of applications for methanol-powered engines. ## Performance benefits of methanol fuel Methanol has a high octane rating of around 109, compared to around 91–95 for standard petrol. This allows engines to operate at higher compression ratios more efficiently and with a lower risk of engine knocking, helping improve engine performance and power output. Methanol also has strong cooling properties. As the fuel evaporates inside the engine, it cools the incoming air, allowing more oxygen into the combustion process. This can further improve combustion efficiency and engine performance. These characteristics have made methanol a popular fuel in motorsport for decades, while purpose-built methanol engines in commercial vehicles are designed to take advantage of these performance benefits. ## Using existing fuel infrastructure Methanol can be stored, transported, and distributed using adapted versions of existing fuel infrastructure. Existing fuel storage tanks and fueling systems can be modified for methanol compatibility, while road tankers already used in the chemical industry can transport methanol safely and efficiently. In comparison to other alternative fuels, methanol does not require high-pressure storage or ultra-cold systems for transport and fueling. --- # Methanol as a Marine Fuel (https://methanol.org/what-fuels-shipping) # Shipping ## Methanol in maritime transport Global maritime transport is responsible for around 3% of global greenhouse gas emissions. Decarbonising the shipping sector is crucial for reaching global climate targets. The International Maritime Organisation (IMO) has set a target of net-zero CO₂ emissions from shipping by or around 2050. An ambitious goal that requires technological changes in the industry, including the use of cleaner maritime fuels and technologies. Among the alternative clean fuels being explored, methanol has emerged as one of the most commercially viable options What began in the chemical tanker sector, where operators already familiar with handling methanol as cargo, has now expanded across nearly every vessel category. The growth of methanol in shipping is also driving investment across the wider maritime value chain, including engine manufacturing, fuel supply, bunkering infrastructure, and port development. Major shipowners, ports, and energy companies are already investing in methanol-ready operations and supply chains. Adoption is also expanding beyond ocean-going vessels. Methanol is being used in inland and coastal shipping in China and India, where methanol-powered vessels are already operating in commercial service. - 154 — vessels in operation - 294 — vessels on order - 16 — vessel categories adopting methanol - 48 — ports offering or preparing to offer methanol bunkering ## Why shipping is choosing methanol ### Infrastructure compatibility Methanol is liquid at ambient temperature, making it easier to store, transport, and distribute by ship, pipeline, truck, and rail than fuels that require cryogenic storage or high-pressure systems. In many cases, existing port and vessel infrastructure can be adapted for methanol use. ### Regulatory alignment Bio-methanol and renewable methanol are recognised within the IMO’s lifecycle emissions framework. They also comply with the European Union’s Emissions Trading System and FuelEU Maritime requirements. ### Certification International certification systems, including the International Sustainability and Carbon Certification (ISCC) and equivalent schemes, already provide established methods for verifying emissions across different methanol production pathways. These frameworks support transparency and traceability across the fuel supply chain. ### Proven technology Methanol engine technology is well established, with more than a decade of operational experience at sea. Modern dual-fuel engines can operate on both conventional fuel and methanol, giving shipowners greater operational flexibility while supporting a gradual transition toward low-carbon fuels as supply grows. ### Bunkering availability Methanol bunkering is already available at more than 40 ports across the Americas, Asia, and Europe, including major hubs such as Gothenburg, Rotterdam, and Singapore. Compared to other cleaner fuels, the methanol bunkering infrastructure is significantly more advanced today, with routine commercial operations already taking place. ### Environmental gains Methanol produces no sulfur oxide emissions (SOx), reduces nitrogen oxides (NOx) by up to 60%, and eliminates particulate matter. When produced from renewable sources, methanol can also cut greenhouse gas emissions (CO₂) by more than 90% compared to conventional marine fuels. It’s also biodegradable and water soluble, significantly reducing risks and impact on ecosystems in case of spills. ### Retrofit potential In addition to newbuild vessels, existing ships can also be retrofitted to run on methanol. This gives shipowners another practical way to reduce emissions while extending the life of existing vessels. Compared to some alternative fuels, methanol retrofits require lower capital investment and fewer onboard modifications. ### Safety Methanol is a stable and safe fuel option for marine operations. Its physical properties make it suitable for storage and handling, with well-established safety protocols that mirror those of traditional fuels like diesel. ## Methanol engine and vessels technology Methanol engine technology is already commercially available and in operation across multiple vessel segments. Both two-stroke and four-stroke methanol engines are on the market today, supplied by major marine engine manufacturers including Everllence, Rolls-Royce Power Systems, and Wärtsilä. Modern methanol-fueled vessels typically use dual-fuel engines capable of operating on both methanol and conventional marine fuel. When running on methanol, a small quantity of pilot fuel is injected first to initiate combustion before the methanol charge ignites. This dual-fuel capability gives operators flexibility and ensures vessels can continue operating even if methanol is not yet available for bunkering at a specific port. Methanol vessels are also designed with multiple safety systems and operational safeguards. Methanol is stored in dedicated tanks equipped with nitrogen blanketing systems to reduce fire risk, while fuel supply systems in enclosed spaces use double-walled piping and continuous leak detection. Ventilation and emergency shutdown systems are also integrated to respond automatically if methanol vapors are detected above safe levels. Estimate a vessel’s fuel consumption → Enter an engine’s rated power and its load profile, and the Fuel Consumption Calculator returns tonnes per year of methanol, pilot fuel and fuel oil. --- # Methanol Fuel: Shipping, Road, Aviation & Power (https://methanol.org/what-fuels) # Fuels ## Powering transport and energy From maritime and road transport to aviation and power generation, industries are looking for fuels that can reduce emissions while maintaining performance and reliability. Methanol can be used across multiple transport and energy sectors. It is already being used in ships, vehicles, engines, turbines, and fuel cells, while also serving as a feedstock for producing sustainable aviation fuel.This versatility is driving investment across fuel production, infrastructure, engines, vessels, vehicles, and energy systems. At MI, we work with industry and policymakers to support the safe and responsible adoption of methanol as a fuel. By developing safety guidance, advancing technical standards, and sharing industry expertise, we help create the conditions needed for methanol fuel markets to grow. Our Consultative Status at the International Maritime Organization (IMO) enables us to contribute directly to the development of the technical frameworks that support methanol in shipping. Explore the pages below to learn how methanol is being used in maritime transport, road transport, aviation, and power generation. --- # Methanol Poisoning: Symptoms & First Aid (https://methanol.org/what-safety-bootleg) # Bootleg alcohol prevention ## Methanol poisoning and the risks of bootleg alcohol Illicit or “bootleg” alcohol refers to beverages produced outside of regulated production systems. These products often bypass essential quality control and safety standards. One of the main risks with unregulated alcohol is the possible presence of methanol (methyl alcohol). Methanol is a type of alcohol used in a wide range of industrial and energy applications, but it is not safe for human consumption. In legitimate alcoholic beverages, ethanol is the only alcohol used. While often linked to informal street markets, methanol contamination has been reported in more formal settings, including bars, resorts, and hotels — particularly in places where oversight may be inconsistent. Methanol is very difficult to detect. It looks, smells, and tastes similar to ethanol, making it nearly impossible to detect without testing. However, its effect on the human body is very different and can be life-threatening. Understanding the risks and knowing how to respond to potential methanol poisoning can save lives. ## What you need to know ### Where it’s most common Methanol poisoning is reported in different parts of the world, but unregulated alcohol is more common in certain regions — including parts of Africa, Eastern Europe, Latin America, and Southeast Asia. ### Who is most at risk International travelers in unfamiliar markets, people buying underpriced or unbranded spirits, and communities where unregulated alcohol is more accessible. ### Why it’s dangerous Signs of methanol poisoning may not appear until 12 to 24 hours after consumption. This delay often makes it harder to connect symptoms to the alcohol consumed, leading to critical delays in seeking medical treatment. ### Symptoms to watch for Early signs may mimic a severe hangover but can quickly escalate to headache, dizziness, nausea, vomiting, blurred or “snowy” vision, confusion, and difficulty breathing. ### What to do immediately If methanol poisoning is suspected, seek emergency medical care instantly. Do not wait for symptoms to worsen. Inform medical staff that methanol exposure is possible so they can provide correct antidotes such as Fomepizole or ethanol. - 06 — 07 Testing options Portable alcohol test kits can detect methanol in drinks and provide an extra layer of safety. ### How to reduce risk Avoid unlabelled or unusually cheap alcohol, check seals and packaging carefully, and be cautious with homemade or informal sources. ### Testing options For more information, read MI’s guide on identifying methanol poisoning or watch our educational video. ## Frequently asked questions about methanol poisoning ### Can you tell if a drink contains methanol? No. Methanol is indistinguishable from ethanol by sight, smell, or taste. It does not change the appearance or smell of a drink. The only reliable way to detect it is through laboratory analysis or specialized diagnostic test kits. The most effective way to reduce risk is to buy alcohol exclusively from licensed, reputable retailers where supply chains are regulated. ### Can methanol poisoning be treated? Yes, if medical treatment is sought immediately. Doctors typically administer antidotes such as Fomepizole or, in some cases, medical-grade ethanol. These treatments stop the body from converting methanol into more harmful substances. In severe cases, hemodialysis may be required to remove toxins from the blood. ### How soon do symptoms appear? Symptoms usually begin 12 to 24 hours after drinking. Initial symptoms may resemble a standard hangover, but can quickly develop into a serious medical emergency. Warning signs often include visual disturbances such as blurred vision or white spots, and acute abdominal pain. ### How does methanol end up in alcoholic drinks? Methanol typically enters the supply chain through illicit production. Some producers may deliberately add industrial-grade methanol to products to increase the volume and strength of the alcohol at a lower production cost, prioritizing profit over consumer safety. --- # Methanol Safe Handling, Storage & Transport (https://methanol.org/what-safety-handling) # Safe handling ## Safe handling, storage, and transport Methanol is used safely around the world every day across a wide range of industries. Like any fuel or chemical product, it must be handled responsibly and with appropriate safety measures in place. With the right training, procedures, and equipment, methanol can be stored, transported, and used safely. ## Hazards ### Invisible flame Methanol burns with a pale blue flame that can be difficult to detect in daylight. Unlike a petrol or diesel fire, a methanol fire produces no black smoke, no intense heat radiation, and no visible flame front. This means methanol fires may not be immediately visible and require either specialised detection methods such as a thermal imaging camera or the use of a water sweep technique to identify the heat source. ### Flammability Methanol is a flammable liquid with a flash point of 11°C, meaning it can ignite at relatively low temperatures. It also has a wide flammable range in air (6.7% to 36.5%), which is why good ventilation and the control of ignition sources are essential when handling methanol. In poorly ventilated or enclosed spaces, methanol vapors can accumulate and create a fire risk. ### Toxicity Methanol can be harmful if inhaled, swallowed, or absorbed through the skin. Symptoms may not appear immediately, making early medical attention essential if exposure is suspected. ### Water miscibility Unlike oil-based fuels, methanol mixes completely with water. This affects how spills and fires are managed and requires specific response procedures like the use of alcohol-resistant aqueous film-forming foam (AR-AFFF) and firefighting equipment. ## Storing methanol safely Methanol must be stored in tanks built from materials that are compatible with methanol service. Carbon steel is widely used and performs well with methanol, while some metals, seals, and rubber materials may not be suitable for long-term contact with methanol. Storage tanks are typically designed to prevent the formation of flammable vapors. In larger industrial applications, this may include the use of nitrogen blanketing, which helps keep air out of the vapor space above the liquid surface. Tanks should also be equipped with pressure relief valves, flame arrestors on vent lines, and fixed vapor detection in surrounding areas. Secondary containment measures, such as bunds or drip trays, are commonly used to help contain leaks or spills and prevent methanol from reaching surrounding areas. As with other flammable fuels, storage areas should be clearly marked and kept free from potential ignition sources, including open flames, hot work, and unsuitable electrical equipment. ## Transporting methanol safely Methanol has been transported safely around the world for decades as both a chemical product and a fuel. Today, it is moved globally by sea, road, and rail using established infrastructure and internationally recognised safety standards. For international shipping, methanol transport must comply with the International Maritime Dangerous Goods Code, which classifies methanol as a Class 3 flammable liquid and sets requirements for packaging, labelling, documentation, stowage, and segregation from incompatible cargoes. Road transport is regulated through frameworks such as the European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) and equivalent national regulations. Additional safety measures are used when methanol is transferred between storage facilities, vehicles, vessels, or bunkering systems. Depending on the application, these may include gas detection systems, emergency shutdown procedures, and specially designed transfer equipment to help prevent leaks and reduce fire risks. In the maritime sector, methanol-fueled vessels and bunkering facilities operate under dedicated safety guidelines and standards developed specifically for methanol as a marine fuel. Emergency shutdown systems must be tested regularly and before any bunkering operation. ## Protective equipment for handling methanol The protective equipment required when handling methanol depends on the task being performed and the potential for exposure. At minimum, workers should use appropriate chemical-resistant gloves and eye protection when there is risk of contact with methanol. In situations where vapor exposure is possible, respiratory protection is also required. For higher risk activities, such as bunkering operations and maintenance work, additional protective equipment is necessary, including full chemical-resistant suits with integrated hood and boots. Protective equipment is the last line of defence, not the first. It is most effective when combined with well-designed systems, clearly documented procedures, and personnel who are trained in methanol safety and emergency response. ## Responding safely to a methanol emergency ### Fire Methanol fires require trained responders and specialised firefighting equipment, such as alcohol-resistant foam (AR-AFFF), thermal imaging cameras, and respiratory protection gear. If a fire occurs, emergency procedures should be activated immediately, ignition sources should be shut down, and non-essential personnel should evacuate the area. ### Spill Methanol spills should be managed according to site-specific emergency response procedures and emergency services should be notified immediately. The area should be secured, ignition sources removed, and appropriate containment measures, such as the use of non-sparking tools to create physical barriers and fixed or portable gas detectors to monitor vapor concentrations, put in place to prevent methanol from reaching waterways, drains, or enclosed spaces. ### Exposure If methanol ingestion, significant skin contact, or inhalation is suspected, seek emergency medical care immediately. Do not wait for symptoms to develop, as methanol poisoning may not become apparent for several hours after exposure. When seeking medical treatment, inform medical personnel that methanol exposure is suspected. Early diagnosis is critical, as prompt treatment can help prevent serious health effects. The primary antidote for methanol is Fomepizole, a drug that blocks the enzyme responsible for converting methanol into its toxic metabolites. Where Fomepizole is not available, medical-grade ethanol can be used as an alternative. --- # Methanol Safety Training Resources (https://methanol.org/what-safety-training) # Training resources Modular e-learning, operator courses, technical bulletins and tabletop exercises — in six languages — for seafarers, emergency responders and site teams. ## Train the people who handle the molecule. ## Courses and resources. ### Methanol Fundamentals (e-Learning) Self-paced introduction to methanol properties, hazards and safe work practices. Free to members. ### Marine Bunkering Course Operator-level training on ship-to-ship and truck-to-ship methanol transfers. Aligned with IMO and class society guidance. ### Emergency Responder Module For fire, rescue and HAZMAT teams. Covers firefighting tactics, PPE and the invisible-flame hazard. ### Clinical & First Aid Guidance Recognizing methanol exposure, activating antidote protocols, and preparing for dialysis in mass-poisoning events. ### Technical Bulletins Rolling updates on materials compatibility, ignition, toxicity and regulatory changes. ### Tabletop Exercises Facilitator packs for port authorities, terminal operators and shipowners to drill methanol emergency response. --- # Methanol Safety: Guidelines & Best Practices (https://methanol.org/what-safety) # Safety ## Global standards in methanol safety and stewardship Methanol has been produced and used safely in the chemical industry for decades and has more than a decade of operational experience as a marine fuel. Over time, this has led to the development of established safety standards, handling guidelines, and regulatory frameworks that support its safe use worldwide. At MI, we place safety at the core of our work. Together with our members, we promote best practices and support the consistent application of high safety standards across the global methanol industry. This commitment to safety spans every stage of the lifecycle, from production and storage to transport, use, and disposal. Industry guidelines and protocols are designed to ensure methanol is handled responsibly and securely in a wide range of applications. In addition to operational safety, we work with partners to raise awareness of public health risks, including methanol poisoning linked to illicit alcohol. Our resources include emergency response guidance and training materials to support both industry professionals, and communities. --- # Why Methanol? A Clean, Scalable Energy Carrier (https://methanol.org/what-why) # Why methanol The energy transition will require a range of fuels, technologies, and solutions. Different sectors face different challenges, and no single solution will meet every need. Methanol is increasingly being deployed across transport, industry, and energy systems because it combines several competitive advantages. It can be produced through multiple pathways, transported and stored with ease using an established global infrastructure, and used across a growing range of applications. These characteristics have helped position methanol as one of the few solutions capable of linking production, transport, industry, and end-use applications through the same value chain. ## Why choose methanol ### A global industry already in place Methanol has been manufactured, transported, and used safely for decades. Today, it is one of the world's most widely traded commodities, supported by a global network of producers, distributors, storage terminals, transport infrastructure, and end users. This existing ecosystem is one of the reasons methanol can be deployed across a growing range of applications without requiring entirely new production, transport, and distribution networks. ### Built for practical deployment Unlike some alternative fuels, methanol is liquid at ambient temperature and does not require cryogenic temperatures, high-pressure storage systems, or specialised fuel handling infrastructure. It can be stored, transported, and distributed using systems already familiar to the chemical and fuel industries. In many applications, existing infrastructure can be adapted rather than replaced entirely. This can help reduce both the cost and complexity of deployment, particularly in sectors where reliability and infrastructure costs are important considerations. ### Flexibility in the energy transition Energy systems will continue to evolve as new technologies, fuels, and production pathways emerge. One of methanol's advantages is its ability to adapt alongside those changes. The same infrastructure and end-use equipment can use methanol produced through different pathways, allowing investments made today to benefit from lower-carbon fuels as they become increasingly available. Methanol is a liquid hydrogen carrier, helping overcome many challenges associated with storing, transporting, and distributing hydrogen. This can help facilitate the movement of renewable hydrogen over long distances and support its integration into the broader energy system. --- # About MI — The Global Methanol Alliance (https://methanol.org/who-about) # About us MI is the global trade association for the methanol industry. We bring together the entire methanol value chain — from producers, fuel suppliers, and traders to technology providers, shipowners, and ports. With offices in Brussels, Washington D.C., Singapore, Beijing, and Delhi, we provide a global platform where the organisations shaping methanol markets come together to collaborate, share knowledge, and help advance the industry. Our role is to help create safe, sustainable, and long-term growth of methanol markets. We do this by connecting industry, informing policy, advancing technical knowledge, and supporting the development of existing and new markets around the world. For more than three decades, MI has served as the global voice of the methanol industry. As methanol markets continue to evolve, we remain committed to connecting the people, knowledge, and partnerships that support their continued growth around the world. ## How we work ### We connect We bring together the organisations shaping methanol markets around the world. By connecting stakeholders across industries, sectors, and regions, we help foster collaboration, share knowledge, and support the development of new markets and applications. ### We inform We provide trusted technical guidance, market intelligence, research, and educational resources to help members, policymakers, and industry stakeholders make informed decisions. Our work combines technical expertise with practical industry experience to support the safe and responsible use of methanol. ### We influence We engage with governments, regulators, standardisation bodies, and international organisations to help shape policies, regulations, and technical frameworks that support the responsible development of methanol markets. From safety guidance to fuel standards and certification pathways, we work to ensure that regulation is informed by practical operational experience and sound science. ### We accelerate We help turn market opportunities into commercial progress. By identifying barriers, supporting emerging applications, and connecting the organisations needed to move projects forward, we help accelerate the development of methanol markets across chemicals, transport, and energy. --- # Careers at MI — The Global Methanol Alliance (https://methanol.org/who-careers) # Careers ## Careers at MI MI is a global trade association working at the intersection of industry, policy, and technology. From our offices in Brussels, Washington D.C., Singapore, Beijing, and Delhi, we work with members, governments, and international organisations to support the development of methanol markets around the world. We are a small international team of dedicated experts who are passionate about our work and committed to delivering value for our members and the wider industry. Together, we work across policy, market development, government affairs, communications, and member engagement, collaborating across regions and disciplines to help advance methanol’s role in the energy transition. We are always looking for talented people who share that commitment and are excited by the opportunity to make an impact. No open roles at the moment? We welcome spontaneous applications — send your CV and motivation letter. --- # Board of Directors (https://methanol.org/who-governance) # Governance & Board ## Board of directors ## Executive Committee The Executive Committee is a committee of the Board of Directors that provides strategic oversight between Board meetings. Acting on behalf of the Board, it works closely with the CEO to guide MI’s strategic direction and oversee key organisational priorities, including financial management, organisational performance, and executive leadership. --- # Mission & values (https://methanol.org/who-mission) # Mission & values ## Our mission Our mission is to advance methanol’s role in the global energy transition by sustaining existing markets, unlocking new demand, promoting its safe and responsible use across sectors, and securing its place in the global energy and chemical landscape. We do this by bringing together industry, policymakers, researchers, classification societies, certification bodies, and other stakeholders to support market development through collaboration, trusted knowledge, technical leadership, and informed policy. ## Our vision To be the trusted global voice of the methanol industry, driving growth, collaboration, and recognition of methanol as an essential building block of a resilient energy future. ## Our values ### Credibility We provide trusted information grounded in science, technical expertise, and transparency. ### Collaboration We bring together organisations from across the methanol value chain to share knowledge, build partnerships, and advance common goals. - 03 — 04 Ambition We support innovation, encourage new applications, and help create the conditions for methanol markets to grow. ### Safety We promote high standards for the safe handling, transport, storage, and use of methanol through technical guidance, education, and industry collaboration. ### Ambition ### Integrity We act with honesty, professionalism, and accountability, earning the trust of our members, partners, and stakeholders. --- # International Partnerships (https://methanol.org/who-partners) # International partnerships ## Energy transition is a team sport The methanol industry operates across borders, sectors, and markets, making international cooperation an important part of MI's work. We collaborate with organisations across the global energy, maritime, transport, and standards landscape, bringing industry expertise into initiatives where methanol has a role to play. Through these partnerships, we exchange knowledge, contribute to technical and industry work, and support greater coordination on the standards, policies, and practical issues affecting methanol around the world. --- # The MI Team (https://methanol.org/who-team) # Team ## Meet the team Our team works across Europe, the Americas, and Asia to support the global methanol industry. Combining expertise in policy, communications, public affairs, safety, and market development, we work closely with our members and partners to help shape the future of methanol markets. ### Want to work with us? --- # The emergence of aviation as the next renewable methanol market (https://methanol.org/news/methanol-voices-dnv-aviation-renewable-methanol) Methanol has long been one of the world's most widely used and traded chemical commodities. Methanol has long been one of the world's most widely used and traded chemical commodities. Recently, methanol has attracted growing interest for a different reason: its potential role in decarbonizing hard-to-electrify sectors. As renewable methanol production expands and pressure increases to decarbonize industrial value chains, industry, shipping, and aviation are increasingly exploring how methanol and methanol-derived fuels can contribute to their decarbonization ambitions. Together, these developments are transforming methanol from a traditional industrial feedstock into a molecule that could connect multiple sectors within the energy transition. These pathways offer opportunities to reduce lifecycle greenhouse gas emissions while building on existing production and distribution infrastructure. ## Renewable methanol production capacity is scaling The growing interest in methanol across industry, shipping and aviation is being accompanied by rapid expansion of renewable methanol production capacity. There are two main renewable methanol categories: biomethanol and e-methanol. Biomethanol could be produced from biomass and biogenic waste streams such as agricultural residues. E-methanol on the other hand, is made of green hydrogen and renewable CO₂ such as biogenic CO₂. DNV's analysis highlights substantial growth in both biomethanol and e-methanol project pipelines, with production capacity expected to increase significantly throughout this decade (see Figure 1). While project development is occurring globally, a large share of announced renewable methanol capacity is currently located in China (~70%). ![Figure 1: Cumulative global renewable methanol production pipeline grows steadily, with ~70% located in China (DNV AFI)](/uploads/voices/dnv-mtj-figure-1.png) This growth is important because methanol's potential extends beyond a single market. Renewable methanol can act as an energy carrier linking renewable electricity, carbon sources and end-use sectors. As production volumes increase, opportunities emerge not only for shipping and existing industrial users, but also for entirely new applications, including sustainable aviation fuels. ## Aviation is entering the picture While shipping has become a leading adopter of methanol, aviation is increasingly examining how methanol could contribute to the future sustainable aviation fuel (SAF) mix. In Europe, ReFuelEU Aviation is creating a rapidly growing market for SAF. The industry exceeded the initial 2025 mandate, supplying around 1.1 Mt of SAF and surpassing the required blend rate. SAF demand is expected to rise from around 2.8% of jet fuel demand in 2025 to 6% in 2030 and 70% by 2050. Within this, a dedicated synthetic aviation fuel (e-SAF) sub-mandate will increase from 1.2% in 2030 to 35% in 2050, creating a substantial new market for renewable fuels (see Figure 2). ![Figure 2: ReFuelEU aviation mandates are ramping with sub-mandates for e-SAF; SAF is with 1.1 Mt in 2025 (2.79%) above target (no e-SAF is blended in the mix as of 2025)](/uploads/voices/dnv-mtj-figure-2.png) As aviation searches for scalable feedstocks beyond conventional biomass, methanol-to-jet (MtJ) pathways are emerging as a promising route to supply part of this growing e-SAF demand. The process converts methanol into aviation fuel through a series of industrial processes. Methanol is first converted into light olefins, which are subsequently transformed into kerosene-range hydrocarbons before final upgrading into jet fuel blend components. A key advantage of MtJ is that it builds on industrially proven technologies and could lower emissions from jet fuel (ReFuelEU aviation mandates 70% emissions savings). The pathway leverages experience in methanol synthesis, methanol-to-olefins technologies, and refining processes. Rather than starting from a blank sheet, developers are able to utilize technologies and expertise that already exist at commercial scale. ## ASTM approval opens new opportunities A major milestone for the MtJ pathway came in 2026 when American Society for Testing and Materials (ASTM) D7566 was updated to include methanol as an approved feedstock for synthetic aviation fuel production. Under the pathway, Methanol-to-Jet Synthetic Paraffinic Kerosene (MTJ-SPK) can be blended with conventional jet fuel at up to 50%, removing a significant commercialization barrier. The approval provides greater confidence for project developers, investors and airlines. Multiple licensors have developed commercial-scale MtJ technologies, while technology developers continue to advance projects and commercialization efforts. ## Strong interest, early-stage market Interest in MtJ is growing rapidly across Europe. Developers including Verso Energy, Elyse Energy, Metafuels, Smartenergy, Power2X, and P2X Europe are actively pursuing projects across the region. Several large-scale developments have already been announced (see Figure 3). ![Figure 3: Currently about ~1.6 Mt of MtJ projects in the pipeline in the EU; all in pre-FEED or FEED phase, no FID taken](/uploads/voices/dnv-mtj-figure-3.png) At the same time, commercialization remains at an early stage. DNV estimates that approximately 1.6 million tonnes of MtJ capacity are represented within the current project pipeline in the Europe. However, projects remain concentrated in Pre-Front-End-Engineering Design and Front-End Engineering Design phases, with no final investment decisions (FID) yet taken among the projects identified in the assessment. This reflects a broader challenge within Europe's synthetic aviation fuel landscape. While a sizeable project pipeline exists, project maturity remains the key bottleneck. Many projects must still progress through engineering, permitting, financing and construction before significant fuel volumes become available. DNV sees several priorities to enable e-SAF plants to take FID: • Long-term certainty could be provided around ReFuelEU mandates and in particular sub-mandates for e-SAF; • E-SAF support mechanisms such as double-sided auctions could be introduced to create revenue certainty for producers; • Grid connections and other infrastructure development could be accelerated by accelerating permitting for instance. ## Outlook on methanol-to-jet Developments across industry, shipping and aviation suggest that methanol is entering a new phase. While shipping has emerged as an important market for renewable methanol, aviation is increasingly positioning itself as the next opportunity. Supported by growing SAF and e-SAF mandates, ASTM approval, and an expanding renewable methanol supply base, the MtJ pathway is gaining momentum as a scalable route to sustainable aviation fuel. Although the market remains at an early stage, with most projects still progressing towards FID, MtJ has the potential to connect renewable methanol production with a growing SAF demand. As a result, aviation could become an increasingly important driver of future renewable methanol demand. Find out more about DNV: https://www.dnv.com/ --- # Port of Rotterdam joins MI – The Global Methanol Alliance (https://methanol.org/news/port-of-rotterdam-joins-mi) The Port of Rotterdam has joined MI – The Global Methanol Alliance as its newest member and Board participant, bringing Northern Europe’s largest methanol hub into the Alliance. The Port of Rotterdam has joined MI – The Global Methanol Alliance as its newest member and Board participant, bringing Northern Europe’s largest methanol hub into the Alliance. Rotterdam is one of Europe's leading bunkering hubs and has historically been the largest bunkering port in Europe. The port handles more than 3 million tonnes of methanol annually and is a major center for methanol storage, distribution and bunkering, serving both its own industrial cluster and industrial centers across Northern Europe. Rotterdam was the first port in the world to facilitate barge-to-ship bunkering of methanol and is home to some of Europe’s largest dedicated methanol storage and bunkering facilities. The port’s role is evolving as renewable and low-carbon methanol production grows and new markets develop. Initial volumes of renewable methanol are already being traded and handled through the Port of Rotterdam. Further growth in these volumes is expected in the coming years. Building on Rotterdam’s established chains supplying methanol to the chemicals and industrial sectors, new projects are being developed for methanol-to-SAF and methanol-to-olefins, as well as for producing methanol from biomass and waste. Alexander Döll, CEO of MI – The Global Methanol Alliance, said: “Building the methanol market takes the whole value chain, and ports are where supply, infrastructure and demand meet. Port of Rotterdam has already shown what that looks like in practice, from the world's first barge-to-ship methanol bunkering to a growing trade in methanol. Having that experience will help MI and its members extend established methanol supply chains into new markets and applications. Matthijs van Doorn, Vice President Commercial, Port of Rotterdam, said: “Port of Rotterdam is home to a robust methanol ecosystem, comprising multiple existing terminals and connections to the hinterland. We intend to reinforce this position and prepare for the transition to clean methanol. Methanol will play a key role in decarbonising our industrial cluster and shipping. MI's global network can help us with this. We also hope to share our knowledge, inspire other partners, connect them with Rotterdam, and develop new partnerships and supply chains.” ## Media contact Aria Koutra · Global Communication Manager · akoutra@methanol.org · +49 151 111 08911 www.methanol.org --- # Taking methanol to the road in Trinidad and Tobago (https://methanol.org/news/methanol-voices-anita-gajadhar-proman) Four 100% methanol-powered trucks are now on the roads in Trinidad and Tobago – the first deployment of these trucks outside of China. Four 100% methanol-powered trucks are now on the roads in Trinidad and Tobago – the first deployment of these trucks outside of China. For Proman, the pilot is about much more than four vehicles: it is a chance to demonstrate methanol as a road fuel in a new market and explore how Trinidad and Tobago’s established methanol industry could support new opportunities at home and across the Caribbean. For the first edition of Methanol Voices, we spoke with Anita Gajadhar, Proman’s Executive Director, Marketing and Logistics, following the launch of the trucks about what the pilot means for Trinidad and Tobago, the potential of methanol in road transport, and where the opportunity can go next. Q: Trinidad and Tobago is already one of the world’s major methanol producers. What made road transport the natural next step for methanol? AG: We have been making the case for many years about the viability of methanol as a cleaner-burning fuel for shipping, road transportation and power generation. I remember discussing this a decade ago with stakeholders in Trinidad, considering both the pollution from trucks, cars and buses burning diesel and the abundance of methanol produced in the country. You could say it has been a long road to get here! But the pilot is about more than four vehicles. It shows how Trinidad and Tobago can leverage its established methanol industry to support cleaner transportation, strengthen energy security, create new export opportunities, and contribute to the global energy transition. Q: Methanol has been used in road vehicles for many years, how did this pilot come about? AG: It is true that methanol has been used to power road vehicles for decades, and there are tens of thousands of methanol-powered vehicles operating globally today. In fact, the first methanol-powered cars were introduced in the U.S. in the 1980s, with the first commercial vehicles running on methanol blends hitting the roads in the mid-1990s. Today, China is leading adoption, primarily because vehicle manufacturers such as Geely have invested heavily in developing methanol-powered technologies. We are delighted to see the first of these 100% methanol-powered Geely trucks in Trinidad, making them the first on the roads outside of China. This is thanks to a fantastic collaboration with Dumore Enterprises. Q: Do you plan to expand the pilot to include more trucks, and what would need to happen to make Trinidad and Tobago a fully functioning methanol fuel market? AG: Right now, we are focused on making sure that the pilot is a success. We are confident it will demonstrate methanol's technical and commercial viability as a transportation fuel – and then after that, yes, I hope methanol fuel use will expand further. But it will require uptake from other companies to make it a success, and investment in the supporting infrastructure needed to scale methanol-powered transportation both in Trinidad and Tobago and internationally. Regulation is another important piece. While the Transport Commission granted permission to run these four trucks on public roads, if we are to expand the use of methanol in road transportation further, we will need the Trinidad and Tobago Bureau of Standards (TTBS) to revise the fuel standards to allow for both methanol blends and 100% methanol fuels. Q: Could the Trinidad model work elsewhere in the Caribbean? AG: We believe that the pilot will provide valuable evidence of methanol's viability as a transportation fuel and help create opportunities for broader deployment in other markets over time. I think this is particularly exciting for other Caribbean nations who also rely heavily on expensive diesel imports. Imagine if we could replace a fraction of those imports with cleaner burning methanol. That could make a huge impact on local air pollution, import costs and ultimately consumer fuel prices, particularly in light of methanol’s competitive price point versus diesel, which is subject to huge price hikes, driven by geopolitics – as we have seen again in recent months. It would also be great news for Trinidad and Tobago’s export market. Q: When you describe methanol as a cleaner-burning transport fuel, what does that mean in practice? AG: Methanol offers significant environmental advantages over conventional diesel, for example. When it burns, it produces near zero particulate matter – that’s the black smoke or soot that you see billowing out of exhaust pipes. It also emits less nitrogen oxides and less carbon dioxide. To date the pilot in Trinidad has seen the four methanol trucks travel over 17,000 km. In doing so, they avoided almost 4 tonnes of CO₂e emissions compared with conventional diesel trucks. Conventional methanol produced from natural gas can also be blended progressively with lower-carbon and green methanol without modifications to the engine – making methanol a pathway fuel for the energy transition. Q: You have also been making the case for methanol in power generation across the Caribbean. Could transport, power and marine demand eventually support the same methanol supply infrastructure? AG: We have had positive discussions with several Caribbean governments and utilities regarding methanol power generation. These are large, long-term investment decisions and naturally require time and careful evaluation. We believe that methanol can offer these islands an affordable, reliable, cleaner, and more flexible energy solution, while creating a new demand for Trinidad and Tobago's methanol industry. As a liquid fuel, methanol can use existing infrastructure, with minor modifications, so once the storage is in place, the fuel can be used on island for power generation and to refuel vehicles on the road and ships in the port. We are going to continue to make that case. Meanwhile, Proman is ready with the methanol, and our marketing arm Valenz is ready to ship it. --- # Methanol Institute unveils its new identity (https://methanol.org/news/mi-new-identity) The Methanol Institute becomes MI — The Global Methanol Alliance, a name for what the organisation has grown into: an alliance across every part of the methanol value chain. The Methanol Institute today unveiled its new brand becoming MI — The Global Methanol Alliance, adopting a name that reflects what the organisation has grown into: a global alliance connecting companies across every part of the methanol value chain. Methanol is central to the energy transition. Its established role as a chemical building block remains the backbone of global demand, while its use in new markets is growing. Methanol is now a well-established marine fuel, with more than 150 methanol-capable vessels in operation and over 290 on order. Globally, 47 renewable methanol projects are operational or under development, while renewable methanol production capacity is expected to grow from 0.9 million tonnes today to 6–12 million tonnes by the end of 2031. New applications are also advancing in aviation, road transport, power generation, alongside growing interest in methanol’s role as a hydrogen carrier. This shift is bringing new companies, technologies, and industries into the methanol value chain, and changing the questions the industry needs to solve. “The methanol industry has changed, and we have changed with it. Over the past six years, we have seen methanol move into new markets and our membership expand across sectors and the value chain. This new identity reflects the organisation we have become today, while building on the knowledge, experience and industry relationships developed over more than three decades”, said Ben Iosefa, Chair of MI’s Board of Directors. Across the Americas, Europe and Asia, MI increasingly operates at the points where these sectors intersect: connecting industry with policymakers, bringing operational experience into regulatory discussions, and working across the value chain on the standards, safety frameworks, and regulations needed for methanol markets to develop and scale. “We bring together an industry that spans more sectors, more regions, and more parts of the value chain than ever before,” said Alexander Döll, CEO of MI. “Our new identity is about making that clearer. The Global Methanol Alliance reflects who we are today: a place where the industry comes together, connects across markets and sectors, and works collectively on the issues that will shape methanol’s next phase of growth.” Alongside the new identity, MI has launched a new website designed to become a go-to source for methanol knowledge and intelligence, bringing together industry data, market insights, interactive tools and practical resources covering methanol’s markets and applications, safety, policy and regulation. ## About MI — The Global Methanol Alliance MI — The Global Methanol Alliance is the global trade association for the methanol industry, connecting companies across the methanol value chain and supporting industry engagement in key markets worldwide. With offices in Washington D.C., Brussels, Beijing, Delhi and Singapore, we work with industry, governments, and international organisations to advance the safe, sustainable, and responsible development of methanol markets. Learn more: www.methanol.org --- # The industry has changed. So have we. (https://methanol.org/news/the-industry-has-changed) MI’s CEO on why the Institute has become The Global Methanol Alliance — what has changed in the industry, and what has not. The methanol industry is in a different place than it was even a few years ago. So are we. We are introducing a new identity: a new look, a new website, and a name that says plainly what we have become: MI—The Global Methanol Alliance. MI comes from the Methanol Institute and carries our 37-year history with it. Founded in 1989 as a trade association for methanol producers, MI has grown alongside the industry. What began with producers has expanded to bring together companies from across the methanol value chain– from shipowners, ports, and engine manufacturers to project developers, technology providers, and energy companies. The Global Methanol Alliance says where we are today: global in our reach, broader in our membership, and built around an industry that increasingly needs to work across sectors and borders. But the change goes deeper than a new identity. It reflects what is happening around us and the role I believe MI should play in it. ## From "could" to "how" Methanol has been an essential chemical building block for decades. That is the heart of our industry, and it stays that way. But something bigger is happening around it. Methanol is now part of the global conversation about energy, transport, investment, and increasingly about energy security. Methanol-capable ships are entering the world fleet. Renewable and low-carbon projects are moving forward across every region. Methanol-to-Jet is opening a new route to sustainable aviation fuel. Methanol continues to grow as a transport fuel in, while opportunities are emerging in power generation and as a hydrogen carrier. For years the question was whether methanol could do these things. Now the question is how we make them happen, how we scale production, build demand, put infrastructure in place, attract investment, and keep regulation, standards and safety frameworks moving at the same pace. Nobody answers those questions alone. It takes producers, technology companies, shipowners, ports, engine makers, project developers, energy companies, governments and regulators, working through them together. That's where MI comes in. ## Why an alliance A shipowner can order a methanol-capable vessel, but the fuel still has to be made, moved and waiting where that vessel needs it. A technology can be ready, but someone has to invest. A project can be announced, but it still needs customers. And none of it scales without standards and safety frameworks that hold up in the real world. Companies compete, and they should. But some problems get solved faster shoulder to shoulder: safety, standards, infrastructure, regulation, market-building, and the confidence that unlocks investment. These challenges are global. What happens in China is felt in Europe. A decision at the IMO reaches producers and investors thousands of miles away. What one port learns about bunkering lets the next one move faster. MI connects those dots. ## A seat at the table, and what we do with it Methanol has earned a seat at the global energy table at a time when the table itself is changing. The energy transition has stopped being a conversation only about decarbonisation. Governments are weighing security, competitiveness, industrial resilience, investment and jobs all at once. That changes the way energy choices are being made and it changes the conversation around methanol. Methanol won't solve everything, but it offers a workable path forward in some of the hardest sectors to abate. When MI has a seat at those tables, we carry more than one perspective into the room. We bring the experience, ambitions and challenges of an entire industry, and we bring back what we learn. People aren't hearing one company's pitch; they are hearing where an industry stands. That carries tremendous weight. And that is the job: not just to hold the seat, but to use it. It means working with regulators rather than simply reacting to them. It means putting credible data and real operational experience on the table. And sometimes it means being straight with our own industry, because if we want methanol to carry more of the global energy load, we have to be honest about what works, what does not, and what scaling will actually take. ## The value of being in the room Over the past year, we have built a genuinely global team: people who know their regions deeply, have strong networks, and shape industry on behalf of our members. Our team is based across North America, Europe, China, India, and Southeast Asia, but we are not separate regional outposts. We work as one global team, sharing intelligence, relationships and responsibility, and translating what happens across markets into industry action. And you will see more of that from MI: original analysis, more of our members' own voices, more links drawn between established and emerging methanol markets, and a sharper focus on the developments that will determine where methanol markets go next. ## What doesn't change We're proud of where MI comes from. For 37 years, this organisation has built knowledge, relationships and credibility across the global methanol industry. We are not leaving that behind, we are building on it. We stay pragmatic and evidence led. Safety stays fundamental. We keep representing the established chemical market that is the backbone of this industry while helping the new applications that will shape its future: shipping, aviation, power, and road transport. A new identity doesn't change an organisation. People do. I am proud of the team we have built: people with deep industry knowledge, strong networks, different perspectives, and drive to make a difference for our members and our industry. Together with our Board and our members, they are what makes MI — The Global Methanol Alliance. The industry has changed. So have we. We are MI. We are The Global Methanol Alliance. --- # New report identifies Methanol-to-Jet as a key accelerator of the next wave of Sustainable Aviation Fuel (https://methanol.org/news/mtj-saf-report) MtJ is positioned to help scale SAF faster and at lower cost with standard approval expected by 2026–27 and nearly 2 Mt of capacity already in development. Methanol-to-Jet (MtJ) could become a major contributor to sustainable aviation fuel (SAF), according to a new report Methanol-to-Jet SAF: Policy, Technoeconomic and Commercial Outlook, released today by the Methanol Institute (MI). MI worked with a group of experts across the industry to provide the first of its kind comprehensive overview of MtJ, its potential, needed policy incentives and assessment of opportunities and challenges ahead. As global jet fuel demand is expected to rise by 50% by 2050, aviation faces a widening gap between climate targets and the availability of affordable low-carbon fuels. SAF is essential to closing that gap and existing pathways alone cannot deliver the volumes required. MI’s new report indicates MtJ will help bridge this gap by combining strong emissions performance with scale and cost advantages. MtJ builds on a global methanol value chain producing more than 100 million tonnes per year, with renewable and low-carbon capacity expanding rapidly. “The challenge for aviation is no longer proving that SAF works. It’s producing enough of it, fast enough,” said Alexander Döll, CEO of the Methanol Institute. “Methanol-to-Jet offers a realistic pathway to scale because it connects aviation to an existing industrial system that is already global, flexible, and growing. Policy decisions taken in the next few years will determine which SAF pathways reach scale,” Döll added. “Methanol-to-Jet can move forward now, provided that market signals are clear.” Key findings • Deep emissions cuts at scale: MtJ produced from renewable methanol can reduce lifecycle greenhouse gas emissions by 70–90% compared to conventional jet fuel, making it a strong candidate for meeting long-term climate targets. • Cost advantage over other emerging SAF options: MtJ from renewable sources is among the most cost competitive SAF pathway outperforming Fischer–Tropsch and advanced alcohol-based routes. With supportive policies, integrated MtJ plants could approach cost parity with fossil jet fuel by 2040. • Commercial use within reach: as early as 2026, MtJ could be used in commercial aircrafts and access policy incentives in major markets. The pathway is advancing through the international standard approval process (ASTM International) required before new fuels can be used in commercial aircraft. • Projects moving toward investment decisions: As of August 2025, MtJ projects under development represent around 1.8 million tonnes per year of future SAF capacity with over 60 Mt of announced capacity across e-methanol, biomethanol, and low-carbon methanol by 2030. China leads with about half of global projects, followed by Europe and North America. • Reduced exposure to feedstock constraints: as one of the largest commodities in the world, methanol can be produced through multiple pathways including fossil and renewable resources, with options such as carbon capture and the use of low-carbon or renewable electricity. This make MtJ less vulnerable to the feedstock constraints already affecting some SAF pathways. • Supportive policy is critical: the report identifies that tax credits, SAF blending mandates and global programs such as CORSIA are essential to give the necessary signals for investor confidence. • MtJ is complimentary to other SAF with demand for jet fuel projected to rise from ~350 Mt in 2024 to ~500 Mt by 2040–2045. --- # MI Calls for Continued Collaboration Following Postponement of Decision to Adopt IMO’s Net-Zero Framework (https://methanol.org/news/mi-imo-nzf-postponement) The Methanol Institute (MI) notes with regret the decision of the International Maritime Organization (IMO) to postpone the decision of whether to adopt the Net-Zero Framework (NZF)… The Methanol Institute (MI) notes with regret the decision of the International Maritime Organization (IMO) to postpone the decision of whether to adopt the Net-Zero Framework (NZF) for one year. While the adjournment is a missed opportunity for the sector, it will provide additional time to address outstanding concerns and build broader consensus for the adoption of a global framework that can deliver on the IMO’s 2023 GHG strategy. “The decision to adjourn by one year should not diminish the significance of the progress achieved so far,” said Felicia Mester, Managing Director for Europe and IMO at the Methanol Institute. “A global framework remains the most effective pathway for a global, coordinated transition to net zero in shipping. We urge the IMO community to use the year ahead to work collaboratively and reach a consensus.’’ Without such a framework, decarbonization efforts risk becoming fragmented across regional systems — a path that would make the transition slower, more complex, and more costly for the industry as a whole. A clear and predictable regulatory framework will also enable the scale up of low-carbon fuels such as methanol and in the infrastructure required to deliver them at scale. --- # Methanol Institute Statement in support of IMO’s adoption of Net-Zero Framework (https://methanol.org/news/mi-imo-nzf-support) In a couple of weeks, the International Maritime Organization (IMO) faces a defining moment for the future of the global shipping industry. In a couple of weeks, the International Maritime Organization (IMO) faces a defining moment for the future of the global shipping industry. Its Member States will decide whether to adopt the Net-Zero Framework (NZF), a package of regulatory measures that gives the industry a clear path to decarbonize shipping. The Methanol Institute (MI) regards the NZF as vital to achieving the IMO’s climate objectives and fully supports its adoption. In its 2023 Revised Greenhouse Gas Strategy IMO set targets for reducing shipping’s GHG emissions, and in April Member States approved draft regulation that seeks to ensure they are achieved. Together, these measures provide the basis to turn ambition into concrete action. The NZF regulation and its supporting guidelines can give shipping companies as well as fuel producers and suppliers the confidence and clarity to mobilize investment and scale alternative fuels such as methanol worldwide. The framework includes a series of progressively stricter GHG fuel intensity standards, a GHG emissions pricing mechanism and a means to incentivize the use of zero and near-zero fuels. Methanol producers are ready to deliver. Today, there is already enough methanol available to fuel the ships in operation. More than 250 projects for low-carbon, bio-, and e-methanol are under development worldwide, with significant new volumes expected to come online by 2027–2028. The Methanol Institute estimates that between 7 and 14 million tonnes of renewable and low-carbon methanol could be available globally by 2030. This demonstrates that the supply chain is moving quickly to scale and that the fuels to enable the transition will be available when they’re needed. Adopting the framework would mark the most significant milestone yet in shipping’s decarbonization journey. It would send a strong signal for investment and support millions of jobs in clean energy sectors. Failing to adopt the NZF in October will slow progress, create uncertainty around the availability of alternative fuels, and leave the industry with a patchwork of national and regional rules that will be costlier, more burdensome and less effective. The Methanol Institute welcomed the April agreement as a breakthrough. With the adoption of the Net Zero Framework MI believes IMO’s Member States can set the global shipping industry on a fair and effective course to achieve net zero by 2050. --- # Felicia Mester Joins the Methanol Institute as Managing Director for Europe & IMO Affairs (https://methanol.org/news/felicia-mester-joins-mi) The Methanol Institute (MI) is pleased to announce that Felicia Mester is joining the organization as Managing Director for Europe & IMO Affairs, leading MI’s Brussels office at a… The Methanol Institute (MI) is pleased to announce that Felicia Mester is joining the organization as Managing Director for Europe & IMO Affairs, leading MI’s Brussels office at a crucial time for the methanol industry and the broader clean energy transition. Felicia brings a unique blend of corporate and association experience across the energy spectrum. Her previous roles include senior leadership positions at OCI, where she served as Head of EU Affairs; Hydrogen Europe, where she led public affairs and strategic advocacy; and Eurogas, where she focused on wholesale markets and decarbonization policy. This diverse background gives her a deep understanding of both policymaking and commercial dynamics. In her new role, Felicia will work closely with MI members, EU institutions, the International Maritime Organization (IMO), and global partners to support methanol’s growing role in decarbonizing key sectors such as maritime transport and industry. Her appointment comes as Europe is navigating a critical phase of its energy transition — one that demands scalable clean fuel solutions like methanol to drive both climate progress and industrial competitiveness. “We are delighted to welcome Felicia to the Methanol Institute at a time of great momentum for our industry,” said Alexander Döll, CEO of the Methanol Institute. “Her deep understanding of EU policymaking, her strategic mindset, and her experience across the clean fuels landscape will be invaluable as we work to scale up methanol’s role in Europe’s energy transition. Felicia brings the right combination of expertise and leadership to help elevate methanol’s voice in Brussels and beyond.” ‘’I’m thrilled to join the Methanol Institute at such a transformative moment in the global energy transition. As the world accelerates its push toward low-carbon solutions, methanol stands out as a versatile and scalable fuel, particularly for hard-to-abate sectors like transport and shipping. I’m excited to work with MI’s dedicated team and its visionary members to elevate methanol’s role across Europe and help shape its growing influence on the international stage.’’, Felicia noted. As the global conversation around sustainable fuels intensifies, Felicia’s leadership will focus on advancing MI’s policy priorities in Europe and at the IMO, strengthening collaboration with stakeholders, and shaping a forward-looking vision for methanol as a cornerstone of a low-carbon future. --- # NVS Energy Industria Lda Joins the Methanol Institute as Key New Member in Africa (https://methanol.org/news/nvs-energy-joins-mi) The Methanol Institute (MI) is delighted to introduce MP –NVS Commodities Materials and Services (NVS), the technical division of NVS Energy Industria Lda, as its newest member. The Methanol Institute (MI) is delighted to introduce MP –NVS Commodities Materials and Services (NVS), the technical division of NVS Energy Industria Lda, as its newest member. The company, celebrating its 15th year, is 100% Angolan-owned and was founded with the goal of supporting the fast growth of the Angolan market in the oil and gas sector by providing efficient, dynamic and innovative solutions. Driven by its ambition to position Angola as a key hub for sustainability, NVS aims to supply up to 20,000 metric tons of methanol per year to major sectors including oil and gas, marine, road transport, and agricultural machinery services. In parallel, the company is developing a project to produce green methanol by capturing carbon dioxide—initially from crude oil separation and natural gas production facilities across the continent, starting in Angola. Future plans also include capturing CO₂ from train emissions along the “Lobito Corridor,” and eventually from livestock farms, as Africa increasingly boosts its domestic food production to reduce reliance on imports. The NVS team supports 13 clients – major oil companies and service providers in the region – and has already contributed to more than 350 partnerships. In the oil and gas sector, NVS recruits technical professionals who provide local insight and best practices for Angola’s energy sector. This makes the company a major player in the energy transition of the African continent, driving change by taking actions that replicate global efforts in this segment. “We are pleased to welcome NVS Energy Industria Lda to the Methanol Institute,” said MI CEO Alexander Döll. “Their dedication to providing top-tier services and local content to their clients while supporting the global transition to sustainable energy, aligns with our vision of promoting fuel alternatives all around the world.” --- # Alexander Döll Appointed CEO of the Methanol Institute (https://methanol.org/news/alexander-doll-appointed-ceo) The Methanol Institute (MI) is pleased to announce the appointment of Alexander Döll as its new Chief Executive Officer. The Methanol Institute (MI) is pleased to announce the appointment of Alexander Döll as its new Chief Executive Officer. Alex succeeds Greg Dolan, who is retiring after nearly 30 years of service and leadership. Alex brings more than 25 years of international experience across the energy, chemicals, and sustainability sectors. He has held senior positions at leading companies such as Dow and OCI Global, with a strong focus on public affairs, policy, and commercial strategy. His career spans Europe, the United States, the Middle East, Africa, and Southeast Asia—regions that are key to the future of the methanol industry. Before this appointment, Alex served as MI’s Chief Operating Officer, helping to guide the organization during a period of significant growth and momentum. “I’m honored to take on this role at such a dynamic time for our industry,” said Alexander Döll. “Methanol has secured a clear role in the global energy transition—as both a low-carbon and clean fuel and a vital chemical building block found in thousands of products that touch everyday life. What sets this industry apart is the strength of its entire value chain—from production to technology to end use. MI has a unique role in bringing those voices together, and I’m excited to build on that foundation to help move the industry forward, with the support of our committed members and MI’s incredible global team.” Under Greg Dolan’s leadership, MI evolved from a U.S.-focused trade association into a truly global organization. Today, MI represents the full methanol value chain across Europe, the Americas, China, India, and beyond. “We’re deeply grateful to Greg for his dedication over nearly three decades,” said Ben Iosefa, Chair of MI’s Board of Directors. “His vision helped build the foundation for what MI is today—a respected and influential voice in the global energy and chemical space. As we turn the page, I’m confident that Alex’s international experience, strategic vision, and deep understanding of our industry make him ideally suited to lead MI into its next chapter.” The Methanol Institute continues to grow, welcoming new members and partners as the industry accelerates toward innovative, low-carbon solutions.