With Maersk’s recent shift in its decarbonization strategy, including the adoption of liquified natural gas (LNG) as part of its fuel portfolio, the spotlight is on LNG’s role under the FuelEU Maritime regulation. This shift brings the critical challenge of managing boil-off gas (BOG) within the regulator’s framework, as highlighted by Better Sea.
Understanding Boil-Off Gas and Fuel EU Maritime Accounting
Boil-off gas (BOG) is the vaporized LNG that occurs as the liquid fuel warms in a ship’s cryogenic tanks. Managing BOG is essential to prevent pressure buildup and ensure compliance with FuelEU Maritime regulations. BOG can be used as fuel, reliquefied, or vented—each method impacting the GHG intensity calculation differently. Using BOG as fuel integrates its emissions into the ship’s total GHG emissions, while reliquefaction indirectly contributes to GHG intensity. Venting BOG, however, results in direct methane emissions that FuelEU currently does not fully account for.
Challenges of Boil-Off Gas with Onshore Power Supply (OPS)
The introduction of OPS, mandated for container and passenger ships by 2030 under FuelEU, adds complexity to managing BOG. When ships are connected to OPS, engines are shut down, interrupting the use of BOG as fuel. This situation forces reliance on either reliquefication or venting, the latter leading to unaccounted methane emissions, potentially undermining the environmental benefits of OPS.
A Controversial Trade-Off in Emission Reduction
The shift to LNG, combined with OPS requirements, raises a critical question: Are we genuinely reducing overall emissions, or merely shifting environmental burdens? While OPS aims to cut emissions in port areas, the improper management of BOG during these periods could negate these gains, creating a controversial trade-off that remains unresolved.
This ongoing debate underscores the need for a more comprehensive approach to managing LNG and BOG within the FuelEU framework.
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Source: BetterSea
