What operating costs should a fleet compare when evaluating methanol?

From unit price to total cost

Fuel price is the visible cost; what decides profitability is often invisible. When evaluating a new fuel, build the comparison on "identical loads, routes, mileage and operating days" and include every item below.

1. Energy consumption and actual settlement price

Measured consumption varies by double-digit percentages across models, loads and terrain. Use pilot data or same-duty-cycle data multiplied by the actual settlement price (including refuelling and delivery fees) — never brochure figures. Comparing price per litre or kilogram alone is the classic mistake.

2. Purchase, leasing and residual value

In ownership models, avoid double-counting depreciation and purchase outlay; in leasing models, avoid double-counting rent and depreciation. Include insurance, maintenance arrangements, inspections and expected residual value — noting that residual markets differ across powertrains.

3. Refuelling coverage and detours

Detours, queues and deadhead kilometres caused by thin refuelling coverage erode the fuel price spread. Opportunity cost of refuelling time and detour kilometres belong in the operating account.

4. Downtime and reliability

Losses from vehicle downtime, breakdowns and slow after-sales are real costs. Record downtime duration and causes during the pilot, and attribute to the fuel and refuelling system what is attributable.

5. Working capital

Payment milestones, deposits, credit terms and financing costs decide who bears the cost of capital. Between two equal-margin options, the one with more capital tied up earns less in truth.

Bottom line: two closing metrics

Everything should land on two numbers: full cost per tonne-kilometre and cash payback period. Subsidies and carbon benefits should not enter the base-case savings case — treat them separately as upside. Compare against diesel, natural gas and electric over at least one full settlement cycle on the same route before scaling.