For FuelEU Maritime, the value of a surplus is determined by energy intensity rather than GHG intensity, so high-pressure and low-pressure along with N20 emissions, are not in scope until 2026. Thereafter, the or low-pressure (LP) two-stroke dual-fuel engines is evident. At just engines, with a methane slip factor of 0.2% of fuel gas consumption over US$30.5 million in surrendered EU Allowances between 2025 and required reduction in GHG intensity: in 2034 for low-pressure engines, under FuelEU Maritime accounting, and 0.15% under IMO's GHG Fuel 2050, low-pressure dual-fuel engines sit between their high-pressure ahead of the 2035 increase in the reduction target from 6% to 14.5%; Intensity mechanism. If the default methane slip factor for Otto-cycle counterparts, at around US$27 million, and VLSFO-fuelled vessels at and in 2039 for high-pressure engines. This five years of extra surpluses two-stroke engines is used instead, the picture changes dramatically. means that over the 26-year period to 2050, an Aframax powered by high-pressure dual-fuel engines will pay around Us$39.5 million less than those with low-pressure engines, representing almost half the cost.