Maersk Delivers $150 Million PR Win For Shipping Industry With Methanol Ships Purchase
The global industry is responsible for about 3.1% of global CO2 emissions, and that number goes up when you consider black carbon emissions, as the soot and unburned hydrocarbons have a 20-year global warming potential (GWP) of 4,470, and a 100-year GWP of 1,055–2,240. Yes, our Amazon purchases and salads come with a carbon debt.
So what is Maersk doing? It has ordered 8 post-Panamax container ships able to carry 15,000 containers each from South Korea’s Hyundai Heavy Industries, with delivery scheduled for 2024. The ships will be able to burn methanol or bunker fuel in their engines. The methanol is supposed to be carbon-neutral.
However, Maersk runs over 700 ships, so the 8 ships powered by methanol drive trains represent about 1% of its fleet. Not exactly getting rid of bunker fuel rapidly.
Methanol is interesting as a fuel choice. It’s made from natural gas via one of the steam reformation processes, similar to hydrogen in that regard. About a ton of CO2 is produced for every ton of methanol that’s produced, and right now 0% of that is captured. When a ton of methanol is burned, another 0.6 tons of CO2 is emitted. Maersk’s press release talks about carbon-neutral methanol, which suggests using flue carbon capture and follow-on sequestration of the CO2 produced in the steam reformation process.
Bubble diagram of scale of CO2 problem versus capture and use by author
As I’ve published extensively on global carbon capture and sequestration schemes, I’m confident in saying that approaching 0% of CO2 from methanol manufacturing from natural gas and burning as a fuel will be captured, used, and sequestered in the future.
The energy density of methanol is interesting too. The energy density of bunker fuels is about the same as the diesel cited in the linked source. Methanol requires a lot more space and weight on a ship for the same kilometers traveled than traditional fuels.
Running at the cruising speed of 20–25 knots, a Panamax container ship will use about 63,000 gallons of marine fuel every single day. Assuming US gallons (they are smaller, so this is the conservative choice), that’s about 240 tons of fuel a day with diesel or bunker oil. Freighter ships average 40–50 days of travel, although some of that is at lower speeds where fuel consumption drops dramatically. Assuming 40 days, that’s close to 10,000 tons of fuel.
For methanol, basically double that to 20,000 tons of fuel, and comparably less cargo space. Methanol from natural gas with no carbon capture costs over double what bunker fuel does too, over $1 per gallon compared to around $0.50 per gallon.
That means that the same journey will cost 4 times as much in fuel costs, and emit a bunch of CO2 as well.
What methanol does provide is a cleaner-burning fuel. Bunker fuel is nasty stuff, and ships typically get the cheapest, lowest grade, barely refined crap that they can buy. Black carbon — soot and unburned hydrocarbons — is a major pollutant and has an enormous global warming potential as noted above. Vastly less black carbon from methanol than bunker fuel. Ditto sulfur, which is another noxious substance from ships with acid rain implications. Finally, there is high global warming potential nitrous oxide, which is much lower than with bunker fuel.
Right now ships have scrubbers that capture a bunch of the sulfur, particulates, and nitrous oxide, at least when they are operating. Having spoken to an engineer who designs, builds, and installs them on ships, a big focus is on getting the smokestack emissions to look white, like water vapor. The appearance of cleanliness, if not actual cleanliness.
CO2 still gets emitted, however. The CO2 per unit of methanol burned is about 40% of bunker fuel, however, since you need to burn twice as much of it to get the same energy, it’s about 80% of emissions. This isn’t a CO2 saving that’s worth writing home about if the methanol is made from natural gas. It’s more of a value proposition if the CO2 is captured from flue gas or the air or vegetation, but that leads to the very high cost of “green,” synthetic methanol.
It’s possible to manufacture methanol that’s green-ish. You could capture CO2 from somewhere, crack water with electricity to create the hydrogen, and then merge them into methanol. I went deep on this a couple of years ago when looking at Carbon Engineering, a direct air capture fig leaf for various fossil fuel companies.
Table of green methanol manufacturing by author
That turns out to be close to $3 per gallon solely for manufacturing cost in the best case scenario, compared to the just over $1 for natural gas-sourced methanol. Instead of 4x costs for a journey for fuel, it would be 12x costs.
Let’s put this in perspective. Today with the cheapest bunker fuel that you can get, fuel costs represent 50% to 60% of operational costs. Methanol from natural gas without carbon capture makes that about 80%. Methanol from natural gas with carbon capture would make it approach 90%. Green methanol makes it well over 90%.
So will the shipping world sit up and take notice of Maersk buying 8 methanol powered ships? Yes, they will. They know the math and economics much better than I do, as they live it every day. They know that the 8 ships represent a fig leaf for Maersk. They will note that the ships are dual fuel, able to run on methanol or on bunker fuel, and will know that outside of demonstration runs, Maersk will operate them entirely on bunker fuel for the vast majority of their service life.
They will likely be glad that Maersk is doing PR for the global shipping industry. And there won’t be a big lineup for South Korea’s Hyundai Heavy Industries services to build more of them at 10–15% markups on normal ship construction costs.
Long-haul shipping remains a hard problem for decarbonization. Maersk’s purchase isn’t going to address it. The roughly $150 million extra that it paid for the 8 ships is about 0.4% of Maersk’s annual revenues, or about 1.5% of its expected 2021 profits. This is in the range of expenditures by fossil fuel majors on carbon capture, which is to say PR fig leaf territory, and the ships will undoubtedly run on bunker fuel, not methanol, for the vast majority of their freight miles.
Featured image credit: Maersk
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Cadillac wants to live up to its “standard of the world” tag line so bad they can taste is – but adding $60K to the CELESTIQ’s MSRP might not be the flex the marketing team might think. To teach them a lesson, we’re going to ignore the CELESTIQ and list every new EV you can buy for less than that $60K price hike, instead. Enjoy!
Cadillac is on the verge of an electric renaissance, with nearly 40% of all new Caddies sold last quarter being electric and historic votes of confidence coming from the international motoring press. That said, a $60,000 price hike on the company’s hand built, ultra-luxury flagship CELESTIQ sedan feels especially like a cynical cash grab in today’s economy.
So, instead of talking about the now $60,000 pricier Cadillac CELESTIQ, I’ve decided to give you a list of all the new EVs you can buy (in the US, at least) for less than that $60K. Take a look at the list, below, then let me know if I missed any in the comments.
- Audi Q4 e-tron — $50,600
- Audi Q4 e-tron Sportback — $59,000
- BMW i4 — $57,900
- Cadillac LYRIQ — $59,200
- Cadillac OPTIQ — $50,900
- Chevy Brightdrop — $46,425
- Chevy Blazer EV — $44,600
- Chevy Equinox EV — $33,600
- Chevy Silverado EV — $55,895
- Dodge Charger Daytona — $59,595
- Fiat 500e — $30,500
- Ford E-Transit — $45,700
- Ford F-150 Lightning — $54,780
- Ford Mustang Mach-E — $37,995
- Genesis GV60 — $52,525
- Honda Prologue — $47,400
- Hyundai IONIQ 5 — $42,600
- Hyundai IONIQ 6 — $37,850
- Hyundai IONIQ 9 — $58,955
- Hyundai Kona EV — $32,975
- Kia EV6 — $42,900
- Kia EV9 — $54,900
- Kia Niro EV — $39,600
- Lexus RZ — $44,095
- Mercedes EQB — $53,050
- Nissan Ariya — $39,770
- Nissan LEAF — $29,990
- Subaru Solterra — $38,495
- Tesla Model Y — $39,990
- Tesla Model 3 — $36,990
- Toyota bZ/bZ4X — $34,900
- Vinfast VF8 — $41,100
- Volkswagen ID.4 — $45,095
If you’re curious about what those vehicles are actually selling for, what rebates and special rates are out there, or even just want to take one for a test drive, click on one of the links and you’ll be directed to a local dealer who can walk you through it all (trusted affiliate link).
Original content from Electrek.
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![Nissan has global ambitions for its affordable plug-in pickup truck [update]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/06/2027-Nissan-Frontier-Pro-Plug-in-Hybrid-Reveal-Photos-Exterior-003-side.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Zhengzhou Nissan has launched a new, plug-in pickup in the Chinese market called the Z9. It’s the same size as the Nissan Frontier Pro, offers over 35 miles of all-electric range, and pricing starts at just $16,600.
UPDATE 04NOV2025: more details and more markets for 2026.
The rebuilding of Nissan started to pick up earlier this year with the launch of the brand’s first plug-in pickup truck in China this past summer. The plug-in hybrid (PHEV) model offers 410 hp and an 84 mile electric-only range – more than enough for it to meet the everyday needs of most drivers with easy access to liquid fuel when needed.
It seems like a neat truck, but since it was designed and developed specifically for the Chinese market, its great specs and nearly impossible $24,800 starting price (on the entry-level Frontier Pro model) meant it would have limited impact – and limited interest – in other markets.
Until now, that is! CarScoops is reporting that Nissan now has plans to export a tweaked version of the hybrid Frontier to international markets, and speculates that, “a different version of it could well be built in the US, [since] Nissan’s CEO recently confirmed that a hybrid Frontier is in the works for the North American market.”
You can read the original post, first published back in June, below, then let us know what you think of Nissan’s plans to export its plug-in pickup to other markets in the comments.
Positioned as the electrified sibling of the domestically-built Nissan Frontier Pro, the Zhengzhou Nissan Z9 is essentially a Chinese-market version the Frontier Pro, and it’s spec’ed and priced accordingly, with the as-yet undisclosed price of the Frontier Pro expected to come in a bit higher than the Z9.
That’s less interesting. What’s more interesting is that the Z9 offers 35 miles (60 km) of range on the base, 17 kWh battery, at a price that significantly undercuts even the Slate EV’s $28,000 pre-$7,500 incentive price tag – and that incentive is far from a sure thing.
What’s more, if you feel like spending a bit more, you can get a Zhengzhou Nissan Z9 equipped with a 32.85 kWh battery that’s good for almost 85 miles (135 km) of all-electric range. And even that extended-range model, at ¥168,900 (about $23,400) is still price-competitive with the Jeff Bezos-backed Slate EV.
In short, it’s bound to be a winner.
It’ll sell, but it won’t sell here
With excitement surrounding the Kia Tasman, Slate, and other, similarly affordable light-duty pickups building on the success of the Ford Maverick hybrid, it should come as no surprise that Nissan has international ambitions for its newest electrified pickup.
“In alignment with our ‘In China, For China, Toward the World’ strategy for electrification and smart transformation, Nissan will fully support ZNA’s ‘off-road strategy,’” explained Stephen Ma, Chairman of Nissan (China) Management Committee and President of Dongfeng Motor Co., Ltd. “We are working to strengthen our research and manufacturing capabilities, further advancing our presence in the core markets of pickups and off-road vehicles, with the ultimate goal of achieving global expansion.”
It’s exciting stuff, but with all the recent troubles it’s been experiencing, it’s doubtful that Nissan will bring either of its new, Chinese-built mid-size pickups to the US (electrified or otherwise).
“The mission of the new generation of Chinese automotive professionals is clear – to ensure that made-in-China cars are driven across the world. ZNA will utilize its dual-brand and dual-channel advantages to expand its global footprint,” Mr. Mao Limin, Executive Vice President of ZNA, at the Z9’s launch. “We aim to be one of the top exporters of pickups within three years and to reach a sales milestone of 100,000 units.”
That said, Nissan Hardbody fans shouldn’t lose hope quite yet. If Nissan is able to find a new savior in Toyota, a Taco-based BEV pickup with a new LEAF/Ariya-type front fascia might make more sense than you think.
Electrek’s Take
I’ve already written out my own comeback plans for Nissan, and this new Chinese-market pickup truck doesn’t really fit into them. Like many of you, I’m of the belief that a PHEV isn’t an EV – but I do see their value as “lilypad” cars, and the two Lightning owners I know? Their previous Ford F-150s were hybrids.
SOURCES: Zhengzhou Nissan; side-by-side image via Carscoops.
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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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Finnish energy giant Wärtsilä has announced the latest addition to its massive network utility-scale battery energy storage system (BESS) projects in Australia: a record-breaking 1.5 GWh deployment that brings the company’s total energy storage capacity in the nation to 5.5 GWh.
The future of large-scale energy projects in Australia is looking increasingly DC-coupled thanks to Wärtsilä, which just announced plans to build the largest BESS of its kind in the National Electricity Market (NEM). The massive hybrid battery project that marks the company’s ninth site down under, and pushes its total capacity to a formidable 5.5 GWh.
The company says its latest, “record-breaking” energy storage plant is a blueprint for how to efficiently combine solar generation and storage to create a more resilient and decarbonized grid.
“This project is significantly larger than our earlier DC-coupled project, underscoring the need for this type of technology in expanding at scale,” said David Hebert, vice president of Global Sales Management at Wärtsilä. Hebert called the DC-coupled technology, “a breakthrough for hybrid renewable plants and a critical step towards establishing a financially viable renewable energy future.”
Hebert believes projects like this one play a hugely important role in stabilizing Australia’s grid while, at the same time, advancing the country’s ambitious net-zero emissions targets from the energy sector by 2045.
With a 20-year service agreement already in place and the order set to be booked this quarter, this project is a working prototype for the next generation of global renewable assets. As nations worldwide grapple with the challenge of moving beyond fossil fuels, the success of this massive DC-coupled system will provide a real-world model for how to build a grid that is cleaner, smarter, and more resilient than ever before.
Electrek’s Take Explainer
If you’re not familiar with DC-coupling, it’s an efficiency game-changer. Unlike traditional AC-coupled electrical systems that require converting solar-generated direct current (DC) to alternating current (AC) for use by the grid, and then back to DC to use in a battery, a DC-coupled system connects the solar array and battery directly. This architecture cuts energy losses that occur during conversion, capturing more solar power and significantly improving project economics and overall system efficiency.
In other words: it saves money, and shores up the grid. Wins all ’round!
SOURCE | IMAGES: Wärtsilä, via Power.
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