Decarbonizer
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The Decarbonizer evaluates the financial and environmental impact of ship decarbonization strategies by simulating fuel use, emissions, and compliance costs under different retrofit and operational scenarios. Designed to support investment decisions, regulatory planning, and charter negotiations, the tool compares baseline performance with alternative fuels, energy efficiency measures, and onboard technologies. It calculates emissions savings, payback periods, and potential penalties or rewards under schemes like FuelEU Maritime, and EU ETS. The tool enables scenario modeling across vessel types and routes, helping stakeholders identify cost-effective pathways to compliance and climate alignment.
This tool helps shipowners, charterers, operators, and voyage planners assess the economic and environmental implications of different routing, speed, and fuel strategies. It is ideal for commercial planning, cost optimization, or evaluating compliance-related expenses in increasingly regulated operating environments.
The Voyage Cost Calculator also supports scenario-based comparisons, enabling users to analyze the impact of speed reduction, fuel switching, or route changes on total cost and emissions. A structured summary of results can be exported for internal planning, stakeholder presentations, or investment decisions.
Fuel cost forecasting – Estimate fuel consumption and cost based on vessel speed, fuel type, and distance traveled.
Total voyage cost modeling – Calculate overall voyage costs including bunkers, port fees, canal tolls, and time charter or demurrage expenses.
Operational scenario comparison – Assess how variations in speed, route, or fuel strategy impact total cost and emissions.
Emissions and compliance modeling – Quantify CO₂ emissions and calculate associated costs under carbon pricing schemes like the EU ETS.
Strategic planning support – Provide clear, customizable outputs to inform routing decisions, commercial negotiations, and sustainability reporting.
How the tool works
Watch the tutorial for a step-by-step explanation of the tool, or check the case studies below. Download the Excel model to further tweak your analyses. Contact the helpdesk for support and customization options.
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This is a copy of the Decarbonizer tool by Sustainable Ships, intended for internal use by those who want to build their own models. This Excel contains all the information, values and formulas used by the online Decarbonizer, but only contains the Excel. The interactive tool as shown on the website is not included in this purchase. The Excel sheet is accompanied by a manual that supports further modding and understanding of the Excel sheet. This purchase will ensure you can build your own Decarbonizer without being dependent on Sustainable Ships.
Use Apple Pay to purchase the Excel (only on iPhone).
Check pay-per-use options if you don’t want to sign up
This case study examines a general cargo ship with an auxiliary engine of 116 kW that is outfitted with a battery to make it a ‘battery hybrid’ while at berth. The battery pack powers the ship for several hours while idling or moored and is recharged using the auxiliary engines. Cost savings generally occur with an average engine load below 50%, but are mostly dependent on engine maintenance costs, spares and consumables as well as total battery pack costs.
This is a case study on the ‘Skoon Skipper’, a general cargo large Rhine vessel, with an average of 40 [kW] power demand while moored to which a shore battery is applied. Batteries can help you comply with shore power regulations where no infrastructure exists with limited to no CAPEX investments. CAPEX is €0 for this case study as the battery pack is rented at an estimated €400 dayrate. Purchase cost for battery pack are approx. €350.000. This case study is powered by our preferred partner Skoon.
This is a case study on how to decarbonize a fishing trawler - the Jacobus Maria - using shore power, battery hybrid EES and biofuels. 20% CO2 reduction is achieved, half of which stems from the use of biofuels (HVO). The hybrid battery pack is economically not feasible with the assumptions used and the operational profile. The Jacobus Maria has 1 MW installed engine capacity. Total cost would be at least €1M. 10% CO2 reduction can be achieved with approx. €50k.
This is a case study on how to decarbonize a ro-ro passenger vessel by applying Ecospeed to its hull. Ecospeed is a hard, non-toxic coating which provides long-lasting protection for all ship hulls. The hypothetic vessel is called ‘Lady Ice Cold’, a ro-ro operating in North-Western Europe with 33 MW installed engine capacity. Ecospeed reduces carbon emissions by 9% - 16% with a total CAPEX of €390.000.
This is a case study on how to decarbonize a tug by making it full electric. It is an homage to Damen’s electric tug ‘Sparky’. In practice, fully electrifying a vessel means to install a - very large - battery pack, in this case at least 3 MWh. This would also be the largest cost component, outweighing switchboard modifications, inverter and other electrical equipment. Cost reductions in OPEX/dayrate are high, between 50% to 90% in extreme cases.
Damen’s first all-electric harbour tug, the RSD-E Tug 2513, is a high-powered tug with 70-tonnes bollard pull, capable of manoeuvring even the largest vessels. It can undertake two or more assignments before being recharged, which takes just two hours. The battery pack size is 2,800 kWh, resulting an approximately 1,400 kW of charging power required. The battery pack is design for the vessel’s 30 year lifetime.
This is a case study on how to decarbonize an inland waterway ship with solar PV technology. Flexible solar PV panels from Wattlab are placed on an inland ship’s hatches in order to reduce fuel consumption while idling or moored. In some cases, the auxiliary generators can be switched off, resulting in an expected CO2 reduction of 26% - 100%.
This blog is a state of the use of methanol as marine fuel as “quick” reference for shipowners. Key points include costs for retrofitting the ship and engine, range between € 250-€650 per kW, elaboration on IGF code for low flashpoint fuels and technical considerations for conversion and working with methanol. Availability for methanol is good, but bunkering for large vessels mostly non-existent. Methanol price per kilogram is historically lower than regular MGO.
Dubbed ‘the Tesla of the seas’ this fully-electrified, fully-autonomous cargo ship is already making waves. The Yara Birkeland has a 7MWh battery, charged by Norwegian hydro power. She can carry a little over 100 containers. The ship cost about 25 million dollars, about three times a “conventional ship price”, but will nonetheless cut OPEX for Yara by 90%.
This thesis performs a technical, economical and environmental feasibility study of three dense hydrogen carriers as a fuel to power the largest semi-submersible offshore crane vessel in the world – Heerema’s Sleipnir.
The Alfa Lift, a new build heavy lift crane vessel owned by Offshore Heavy Transport, is on track to enter service by early 2022. The vessel features a 3,000 ton main crane, 10,000+ m² smart deck which can be fully submerged to a depth of 15 meters and a electric-hybrid battery system made by Kongsberg.
This thesis by J.M. Rozendaal at van Oord focuses on the technical, environmental and economic impact of a methanol hybrid power plant design for new-build offshore working vessels. Its conclusion is that a methanol solution has a CO2 reduction potential up to 99% and a CO2 price of 78 euro per ton CO2 reduction.
The North Sea Giant, a Norwegian offshore construction vessel, is the first DNV class-approved ‘hybrid’ DP3 vessel with three batteries on-board that have a total capacity of 2.034 kWh. The batteries have been installed in an upgrade and serve the purpose of spinning reserve, peak shaving and load leveling. Since then, fuel consumption is reduced in all operational modes with over 2 million liters of diesel per year, saving up to 30% fuel.
This is a story about how the shore power connection for Heerema in the Port of Rotterdam was realized from idea to reality. It is told from the perspective of Heerema, but could not be realized without help from Eneco, Siemens, Port of Rotterdam, the City Council of Rotterdam and InnovationQuarter. This story portrays the power of open collaboration for a sustainable future, and shows what can be achieved when working together on a common cause.
Designed in 2017 and launched in 2018, Hurtigreten has launched two new hybrid cruise vessels, the MS Roald Amundsen and MS Fridjof Nansen, that can sail fully electric for up to 30 minutes. Not only will it significantly reduce emissions, a hybrid system is also extremely quit. Arctic exploration has never been so much fun!
References
Hyperlinks and downloads for premium users only
Sustainable Ships - Rules and Regulations Insights
Sustainable Ships - FuelEU Guide
Sustainable Ships - EU ETS Guide
Sustainable Ships - CII Guide
This case study determines what it takes to remove the fuel from a cruise ship, comparing a 50,000 GT ocean cruise ship with an inland river cruise vessel. The ocean cruise ship obtains a payback of around five years, but only with very cheap electricity, battery prices of $150 per kWh, long-term financing and the sale of FuelEU surplus (many caveats!). The river cruise ship is technically easier, but is extremely challenging to make a business case for because EU ETS and FuelEU do not apply to it.