Liquified natural gas (LNG), with its low sulphur content, its favorable hydrogen-to-carbon ratio, and the lower nitrogen oxide emission when combusted compared to conventional fuels, fulfils all International Maritime Organization (IMO) air emission regulations. For the cruise industry, with their large number of customers and their high public visibility, LNG has therefore become a tempting option for new cruise ships. However, larger well-to-tank (WTT) emissions for the LNG supply chain as well as un-combusted methane (CH 4 ) from the ship's engine might more than nullify any greenhouse gas (GHG) gains. Previous studies have shown very different GHG impacts from the use of LNG as a ship fuel. With climate change potentially being the largest threat to mankind, it is important that decisions with an impact on future GHG emissions are based on the best available knowledge within a sector and across sectors. The motivation for this study has therefore been to establish comparable GHG estimates for well-to-wake (WTW) emissions for LNG and traditional fuels in a transparent way. The results show that there is a need for adopting policies that can reduce the broader GHG emissions of shipping instead of CO 2 only, including the well-to-tank emissions of ship fuels. If not, we might end up with a large number of ships with GHG savings on paper only, while the real GHG emissions increases. Sustainability 2020, 12, 2080 2 of 15Considering LNG from an EEDI perspective, neither the larger well-to-tank (WTT) emissions for the LNG supply chain, nor uncombusted methane (CH 4 ) from the ship's engine, which might more than nullify any GHG gains, are relevant. The explanation is as follows. First, the WTT emissions are out of scope, since the EEDI only focuses on fuel consumption on the vessel, i.e., tank-to-wake (TTW). Second, since CO 2 is the only GHG gas included in the EEDI formula, uncombusted methane, which is a GHG gas trapping 85 times more heat than CO 2 over a 20 year period [4], makes no impact on the EEDI assessment. Metrics that weight emitted (exhaust) gases according to their global warming potential (GWP), to report them in terms of "CO 2 equivalents" (CO 2 eq) have become standard currency to benchmark and communicate the relative and absolute contributions to climate change [5]. GWP is usually integrated over 20 or 100 years.Given the EEDI thresholds for phase 3 (coming into force from 2022 to 2025), i.e., a 30% reduction in fuel consumption for most vessel types compared to the vessels built during the reference period 1998-2008, simply selecting an LNG compliant engine including the fuel system will in practice satisfy the requirements, even if it might not give any GHG reductions at all. There are two LNG engine options: a pure gas engine where the gas is spark-ignited, or a dual-fuel engine that can run either on LNG ignited by a small amount of diesel, or purely on conventional fuels such as diesel. In practice, with LNG being available in a limited number of ports, dual-fuel engines will be the main op...