{"id":37343,"date":"2025-05-22T12:47:16","date_gmt":"2025-05-22T12:47:16","guid":{"rendered":"https:\/\/agriportance.com\/?p=37343"},"modified":"2025-05-22T12:49:22","modified_gmt":"2025-05-22T12:49:22","slug":"carburante-eu-marittimo","status":"publish","type":"post","link":"https:\/\/agriportance.com\/it\/blog\/fuel-eu-maritime\/","title":{"rendered":"CarburanteEU Marittimo"},"content":{"rendered":"\n\n\n

International shipping is one of the largest emitters of greenhouse gases in the EU<\/a>. In 2022, it accounted for 4.0% of all greenhouse gas emissions. While this makes it a smaller sector compared to the transport sector with 20.5%, there is a projected higher increase in emissions in this sector due to the increase in global trade. For this reason, efforts are being made in the EU to reduce greenhouse gas emissions in this sector in the long term.<\/p>\n\n\n\n

FuelEU Maritime is the EU\u2019s cornerstone for decarbonizing shipping, establishing binding life cycle GHG-intensity limits on the energy used on board vessels and incentivizing the uptake of renewable fuels. In Article 1<\/strong>, the Regulation \u201clays down uniform rules imposing [\u2026] a limit on the greenhouse gas (GHG) intensity of energy used on board by a ship arriving at, staying within or departing from ports under the jurisdiction of a Member State\u201d and \u201can obligation to use on-shore power supply (OPS) or zero-emission technology in ports under the jurisdiction of a Member State\u201d.<\/p>\n\n\n\n

Beginning 1 January 2025<\/strong>, every large ship must ensure that its yearly average GHG intensity<\/strong> does not exceed a progressively tightening threshold. Article 4(2)<\/strong> specifies that this limit is derived by reducing the 2020 reference value of 91.16 g CO\u2082 eq\/MJ<\/strong> by 2 % from 2025<\/strong>, 6 % from 2030<\/strong>, up to 80 % by 2050.<\/strong> By defining both the reference and the reduction steps in law, the EU gives shipowners a clear multi-decade roadmap toward near-zero emissions.<\/p>\n\n\n\n

Bio-LNG: A Drop-In Renewable Solution<\/strong><\/strong><\/h2>\n\n\n\n

Against this backdrop, biomethane<\/strong> bunkered as Bio-LNG<\/strong> offers an immediate \u201cdrop-in\u201d pathway. The Regulation\u2019s Annex II<\/strong> explicitly recognises \u201cLiquefied Bio-methane as transport fuel\u201d alongside conventional LNG in its default emission-factor table , ensuring that operators can apply the same monitoring, reporting and verification framework used for fossil LNG.<\/p>\n\n\n\n

Bio-LNG thus marries compatibility with existing dual-fuel engines and bunkering infrastructure to the potential for maximal life-cycle GHG reductions\u2014even achieving negative Well-to-Tank<\/strong> credits for waste-based biomethane pathways. However, before a bunkering invoice can translate into climate credits, the fuel must first clear FuelEU Maritime\u2019s precise legal definitions and certification hurdles.<\/p>\n\n\n\n

Defining Biomethane (Article 3)<\/strong><\/strong><\/h3>\n\n\n\n

FuelEU Maritime borrows its key glossary from Directive 2018\/2001<\/strong> (RED II) via Article 3 (2). <\/strong>By delegating the definitions fully, the Regulation guarantees that any biomethane<\/strong> qualifying as \u201cbiogas\u201d or \u201cbiofuel\u201d under RED II automatically qualifies under FuelEU Maritime. This alignment removes ambiguity and creates a seamless legal bridge between land-based renewable-energy mandates and maritime compliance.<\/p>\n\n\n\n

Certification Requirements (Article 10 & Article 4(3))<\/strong><\/strong><\/h3>\n\n\n\n

Once a biomethane cargo meets the definitions, it must then satisfy sustainability and reporting rules under Article 10<\/strong>:<\/p>\n\n\n\n

\u201cWhere biofuels, biogas, RFNBO and recycled carbon fuels, as defined in Directive (EU) 2018\/2001, are to be taken into account for the purposes referred to in Article 4(1) of this Regulation, the following rules apply:\u201d<\/p>\n\n\n\n

Specifically:<\/h4>\n\n\n\n