Analyzing the Carbon Footprint of an LNG Tanker Using Real Operational Data: Quantifying Methane Slip Effects
実運航データを用いたLNGタンカーのカーボンフットプリント分析：メタンスリップ効果の定量化 (AI 翻訳)
Matko Maleš, Tatjana Stanivuk, Božidar Zore, Ladislav Stazić
🤖 gxceed AI 要約
日本語
LNGタンカーの実運航データ（連続排出監視システムによる10ヶ月分）を用いて、CO2とCH4排出量を解析。メタンスリップ率3.62%を確認し、GWP20ではHFO運航と同等以上の温暖化影響となる時期があることを示した。実データに基づくTier IIIアプローチの重要性を強調。
English
This study analyzes CO2 and methane emissions from an LNG tanker using real operational data over ten months. Total methane slip was 3.62%, and when using GWP20, the climate impact sometimes equals or exceeds that of heavy fuel oil. It highlights the importance of including methane and using real operational data for accurate carbon footprint assessment.
Unofficial AI-generated summary based on the public title and abstract. Not an official translation.
📝 gxceed 編集解説 — Why this matters
日本のGX文脈において
日本はLNG輸入大国であり、海運の脱炭素化においてLNG燃料船の位置付けが重要な課題。本論文はメタンスリップの実測データを提供し、LNG燃料船の環境性能評価に実データの必要性を示しており、日本のGX政策（海運カーボンニュートラル化）に直接的な示唆を与える。
In the global GX context
As the International Maritime Organization (IMO) tightens greenhouse gas regulations, this paper provides empirical evidence on methane slip from LNG-fueled vessels, challenging the assumption that LNG is a clean alternative. It supports the need for real operational data in regulatory frameworks and climate disclosure under TCFD/ISSB for the shipping sector.
👥 読者別の含意
🔬研究者:The methodology using continuous emission monitoring and comparison with HFO provides a realistic framework for assessing marine fuel life-cycle emissions.
🏢実務担当者:Shipping companies can use these findings to improve emission reporting accuracy and evaluate the trade-offs of LNG vs. HFO under different global warming potential metrics.
🏛政策担当者:Policymakers at IMO and national levels should consider the significant methane slip effect when setting decarbonization targets and carbon pricing mechanisms for maritime transport.
📄 Abstract（原文）
This paper presents an exploratory operational assessment of the carbon footprint of an LNG tanker using real operational data collected by a continuous emission monitoring system over a ten-month period of vessel operation. The analysis included carbon dioxide (CO2) and methane (CH4) emissions from the main engines and diesel generators, the calculation of CO2-equivalent using the GWP100 and GWP20 global warming potential factors, and a comparison with a hypothetical heavy fuel oil (HFO) operating scenario. The methodology is based on a Tier III approach, that is, on real operational data, which allows a more realistic assessment of emissions than approaches based on standard emission factors. The results show that CO2 emissions make up the largest share of total emissions, but including methane emissions significantly increases the ship’s overall climate impact. Total methane slip was 3.62%, with diesel generators exhibiting higher slip than the main engines. When GWP20 was applied, total emissions expressed as CO2-equivalent were, in some periods, comparable to or higher than those estimated for the HFO scenario, despite lower direct CO2 emissions. The emission distribution indicated that the main engines dominated CO2 emissions, while methane emissions were more evenly distributed between the main engines and the auxiliary generators, with generators making a significant contribution to total CO2-equivalent emissions due to their higher methane slip. The results confirm that any assessment of the climate performance of LNG-fueled operation must include methane emissions and should be based on real operational data; otherwise, the overall climate impact may be underestimated.
🔗 Provenance — このレコードを発見したソース
- openalex https://doi.org/10.3390/jmse14121087first seen 2026-06-23 05:48:01
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