One vessel. Two scenarios.
How far will your fuel mix take you?
Compare fuels, engine technology and shore-charged hybrid operation. See how the same two cases perform as FuelEU requirements tighten from 2025 to 2045.
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01 / Same vessel, same demand
Set the comparison scale
Energy delivered to propulsion and onboard electrical loads, after conversion losses. Both cases provide this same amount. Enter only the annual activity represented within FuelEU scope; this tool does not determine voyage coverage, exemptions or fuel allocation.
Start from a reference MGO consumption instead
Converts an all-MGO reference to useful energy using 42.7 MJ/kg and an illustrative 45% overall efficiency. This sets the comparison scale only; it does not change either fuel mix. The helper always uses 45%, independently of the case settings: changing Case A's efficiency, fuel mix or shore-power shares means its calculated MGO consumption will differ from the reference. The reference must already represent FuelEU-scope activity.
Fuel shares describe energy supplied by the fuel mix, not mass or volume blending.
02 / The comparison
Same cases. Tighter requirements.
GHG intensity against the FuelEU limit (gCO₂e/MJ)
Lower is better. The fuel mix, engine assumptions and energy demand stay unchanged. Only the statutory intensity limit changes. Exact values are in the table below.
Five independent annual comparisons
| Year | LimitgCO₂e/MJ | Case A | Case B | ||
|---|---|---|---|---|---|
| BalancetCO₂e | PenaltyEUR/year | BalancetCO₂e | PenaltyEUR/year | ||
Base penalty only, before banking, borrowing or pooling. No repeated-deficit multiplier, surplus revenue, EU ETS, fuel cost or investment cost. These are snapshots, not a cumulative compliance history. A surplus is not a carbon credit.
Energy and fuel required in each case
Biofuel results assume eligible, RED-certified fuel. The prefilled E values are pathway examples from Commission guidance and can be adjusted using your fuel documentation.
What sits behind the numbers?
The model compares annual energy demand, fuel mix and emissions. It assumes the selected battery and shore-power shares can be achieved.
Energy balance, emissions and penalty formulas
- Useful demand is held equal. Battery and direct shore-power shares are percentages of that useful demand. Remaining useful energy is supplied by the fuel mix.
- Fuel energy = remaining useful energy ÷ overall fuel efficiency. Purchased battery electricity = useful battery contribution ÷ combined shore-to-useful efficiency. Direct shore power uses its own efficiency.
- Default efficiencies of 45% (fuel), 90% (shore-charged battery) and 97% (direct shore power) are illustrative, editable assumptions. Battery efficiency includes charging, discharge and conversion losses. No additional fuel saving from peak shaving is assumed.
- Fuel mass in tonnes = fuel energy in MWh × 3.6 ÷ LCV in MJ/kg. The same LCV is used consistently for mass and FuelEU energy.
- Fuel WtW intensity = WtT + [(1 − slip) × (CfCO₂ + 25 × CfCH₄ + 298 × CfN₂O) + 25 × slip] ÷ LCV, using LCV in MJ/g and slip as a mass fraction.
- For biofuels, WtT = documented E − CfCO₂ ÷ LCV, following the guidance's biogenic CO₂ accounting. E is not the final engine-specific FuelEU intensity. Methane slip remains relevant for bio-LNG.
- Purchased OPS electricity, including shore-side battery charging, is assigned zero intensity in this FuelEU calculation. This is regulatory accounting, not a claim of zero physical life-cycle emissions. Fuel used for onboard battery charging is not additional shore electricity and must not be double-counted.
- For the same useful battery contribution, lower battery efficiency increases purchased electricity counted at zero intensity, improving the calculated compliance balance despite higher energy losses.
- Attained intensity = total calculated WtW emissions ÷ total supplied energy (fuel plus purchased electricity), not useful energy. One MWh = 3,600 MJ.
- Annual limit = 91.16 × (1 − reduction). Reductions: 2%, 6%, 14.5%, 31% and 62% for the five displayed years.
- Balance in grams CO₂e = (limit − attained intensity) × energy in MJ. When negative, base penalty in EUR = |balance| ÷ (attained intensity × 41,000) × 2,400. Positive balances and zero-intensity cases produce no penalty. Calculations use unrounded values.
Fuel factors and LNG engine categories
| Fuel | LCVMJ/kg | WtT or EgCO₂e/MJ | Cf CO₂ | Cf CH₄ | Cf N₂O |
|---|
VLSFO describes sulphur content, not a unique FuelEU fuel grade. Select HFO / VLSFO for grades RME–RMK, or LFO for grades RMA–RMD, according to the fuel documentation.
LNG and bio-LNG use the selected engine category's default methane slip: medium-speed Otto dual fuel 3.1%, slow-speed Otto dual fuel 1.7%, slow-speed diesel-cycle dual fuel 0.2%, or lean-burn spark ignition 2.6% of fuel mass. The same category applies to all gas consumed in that case. Pilot fuel, if represented, must be included as a separate fuel row.
Biofuel E values are editable; LCV and combustion factors stay at the documented example values. HVO and FAME use waste-cooking-oil pathways, bio-LNG uses the bio-waste example. CH₄ and N₂O fallback factors for biofuels follow the guidance table. Negative E values can also be explored.
Scope, limitations and sources
Only the GHG-intensity requirement is explored. No assessment of vessel eligibility, port/voyage exemptions, Article 6 berth obligations, wind rewards, ice adjustments, RFNBO incentives or subtargets, preferential fuel allocation, banking, borrowing, pooling or repeated-deficit penalties. Future columns apply the published intensity trajectory with the same factors and assumptions; they are not forecasts of future legislation.
A fleet with mixed operational coverage needs a separate scope and allocation assessment. Do not enter whole-vessel figures here unless they all represent the intended FuelEU scope. Nothing is automatically scaled by a voyage-coverage percentage.
- Regulation (EU) 2023/1805 — Article 4 and Annexes I, II and IV.
- European Commission guidance, October 2025 — Tables 4.1–4.2, 4.9–4.10, sections 6.1 and 10.2. Guidance is not legally binding.
- Commission FuelEU Maritime resources — legislation and implementation guidance.
Method review: 30 September 2026.
What does this mean for your vessel? Or Would you want to model a fleet or other scenarios?
A useful comparison can start the discussion. Actual operating profiles, available fuel alternatives and installation constraints, etc determine the next step.
Disclaimer
This calculator supports general understanding and comparison of FuelEU Maritime scenarios. It is not intended for statutory reporting, verified compliance submissions or certification.
Facts, figures and calculations are presented to the best of Technocean’s knowledge and understanding at the stated review date. Results depend on the inputs and simplifying assumptions used. Regulations, interpretations and fuel-specific data may change. No guarantee is given as to completeness, accuracy, actual vessel performance or suitability for a particular purpose.
The tool does not assess technical feasibility, fuel compatibility or fuel certification. Battery sizing, charging infrastructure and route simulation are outside its scope. Users are entirely responsible for checking their inputs, confirming applicable requirements and fuel eligibility, and interpreting and using the outputs. Results should be independently verified before use in regulatory, operational, commercial or investment decisions.