The shipping industry is estimated to contribute 3.5% of anthropogenic CO2 emissions (a major global warming gas). In the 10 years since The Kyoto Protocol delegated the development of a plan to reduce emissions from shipping to the International Maritime Organisation (IMO) little or no progress has been made in limiting its CO2 emissions. It is now thought that the shipping industry will be forced to join an emissions trading (ET) scheme in 2011 with legally enforced caps and the possibility to trade carbon credits. 

The last 10 years has witnessed a fivefold increase in bunker fuel costs and a systemic global shortage of diesel fuel. With crude oil supplies continuing in tight supply despite the current global downturn these are indications that it is unlikely that marine bunkers will ever see sub $300/tonne and diesel often double that cost.

The increased value attracts fraud and in some cases theft. Loss control of bunker fuel has now become another essential element of effective shipboard energy management.

Under the three pronged pressures of capping CO2 emissions, fuel costs and loss control, fuel efficiency and reducing fuel consumption has become a focal point of attention. Many owners and operators are exploring or are operating at reduced speeds and even at speeds unheard of in the past.

There is no doubt that the “slow steaming” strategy reduces fuel consumption. The question that is not solved by simply reducing speed is the ship’s fuel efficiency optimal? Is the fuel performing as should be expected? Is the engine performance in accordance with test bed trials?
Operating a large fleet provides a massive potential for savings and efficiency gains. But that needs consistent and meaningful data. I needs the “noise” filtered out and the accurate comparison between vessel performance.


EEM provides for the first time a shipboard energy “dashboard” providing real time evaluation and reporting of energy consumption, engine operating performance and fuel efficiency. For the main propulsion system, energy use is linked to the ship’s passage.  The system not only enables the ship’s officers to be aware for the first time of the ship’s energy performance but they are now able to make adjustments and witness reductions in energy consumption.

EEM provides both real time and cumulative CO2 emissions data. IMO has discussed incentivising vessels that exceed benchmark operational efficiency levels. Today most ship operators have poor information about their fleet fuel consumption and virtually no information on energy efficiency so they are poorly prepared for a future ET scheme.

EEM provides a very accurate account of fuel consumption. This is ideal for chartered vessels where the Charterer pays for and supplies the fuel. In fact both Charterer and Ship Operator benefit. The ship operator has a continuous evaluation of fuel quality, whilst the charterer has a detailed record of the fuel remaining on board (ROB) at the end of the charter.

Historical and consolidated data is available to provide fleet-wide performance for corporate reporting, performance benchmarking and even a condition evaluation during S&P events.

Azurtane works closely with key engine makers to assess performance and to provide from time to time advisory performance improvement information.

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