Navalyze · Oil tanker · Ship
CENTENNIAL MATSUYAMA
- IMO
- 9367736
- Type
- Oil tanker
- Average cargo carried
- 28,913 t
- Port of registry
- Valletta
- Technical efficiency
- EIV 5.35 g CO₂/t·nm
- Former names
- MAERSK MATSUYAMA
2022 at a glance
From the 2022 THETIS-MRV report. Carries about 28,913 t of cargo on average.
Within the oil tanker fleet, 2022
Set against all 1,961 oil tanker ships with a full-year 2022 report. Bigger ships burn more per mile but less per tonne of cargo, so read fuel per mile with the ship's size in mind.
Where the emissions happen, 2022
THETIS splits each ship's CO₂ by voyage type. The split sets how much falls under the EU ETS: all of it within the EU and at berth, half of it on voyages into or out of the EU.
- Between EU ports0%
- From the EU22%
- Into the EU62%
- At berth in the EU16%
Over the years
Full-year reports only. The Oil tanker median is the middle ship of all oil tanker ships reporting that year; it moves with the fleet, so a ship can gain on it without changing itself.
Fuel per mile, kg/nm
- CENTENNIAL MATSUYAMA
- Oil tanker median
Average speed, kn
- CENTENNIAL MATSUYAMA
- Oil tanker median
CO₂ per transport work (cargo), g CO₂/t·nm
- CENTENNIAL MATSUYAMA
- Oil tanker median
Year on year
| Year | Speed | Fuel per mile | Fuel per day | Distance | CO₂ per TW | Reading |
|---|---|---|---|---|---|---|
| 2019→2022 | −1.4 kn | +22% | +6% | −39% | +18% | 1.4 kn slower, fuel per mile up 22%; worse than speed alone explains (fouling, weather, loading or trade). |
| 2018→2019 | +1.6 kn | −20% | −8% | +121% | −4% | 1.6 kn faster, fuel per mile down 20%; better than speed alone explains (hull, engine or trade). |
Fuel per mile rises roughly with the square of speed for a given ship, so a change in speed explains much of a change in fuel per mile.
Every reporting year
One row per THETIS-MRV report. A ship that changed operator during a year has a part-year report for each.
Operation
| Year | ISM company | Fuel t | CO₂ t | Distance nm | At sea h | Speed kn | Fuel kg/nm | CO₂ g/t·nm | Laden fuel |
|---|---|---|---|---|---|---|---|---|---|
| 2022 | not published | 657 | 2,087 | 6,521 | 674 | 9.7 | 100.8 | 11.07 | – |
| 2019 | not published | 893 | 2,803 | 10,765 | 973 | 11.1 | 82.9 | 9.36 | – |
| 2018 | not published | 507 | 1,588 | 4,867 | 510 | 9.5 | 104.1 | 9.70 | – |
Benchmark and verification
| Year | ISM company | CO₂ per TW, g CO₂/t·nm | Oil tanker median | vs Oil tanker | Rank | Verifier | Methods |
|---|---|---|---|---|---|---|---|
| 2022 | not published | 11.07 | 8.51 | +30% | 1,310 of 1,961 | ClassNK | A |
| 2019 | not published | 9.36 | 8.83 | +6% | 1,048 of 1,919 | ClassNK | A |
| 2018 | not published | 9.70 | 8.86 | +9% | 1,009 of 1,779 | ClassNK | A |
Fuel per mile and CO₂ per tonne-mile are the ship's own reported KPIs. Oil tanker ships are benchmarked on CO₂ per transport work (cargo) (TW), in g CO₂/t·nm. CO₂eq adds methane and nitrous oxide and is in the public files from 2024. Rank counts from the lowest figure among that year's oil tanker ships. Methods: A delivery notes, B tank monitoring, C flow meters, D direct measurement. FuelEU GHG intensity is not shown: it needs fuel types, which the public file does not carry. Operators are named only from 2024, the first year the public files carry them; earlier years belong to the ship, not to any company.