Smarter software, smarter hull coatings and smarter cargo sequencing can help smart tanker owners navigate decarbonisation
During the recent Tanker Shipping & Trade Conference, experts presented three case studies to help guide tanker owners on their path to decarbonisation. The first case study was presented by Vortexa lead product specialist, Sebastian Prowse; the second, on hull coatings, by PPG Industries Marine New Building and Drydocking global segment director Ariana Psomas; and the third, on the subject of tank cleaning, by Chemical Marine owner Axel Kahl.
Vortexa is now well-known in the tanker industry but originally started as a provider of tanker movements data to the oil & gas trading side of the industry. “A decade ago, traders were very superstitious about the use of data analytics. Now they are absorbing vast amounts and shipping is on this same journey,” said Vortexa lead product specialist, Sebastian Prowse. His aim was to show not only how tanker operators can use data in day-to-day chartering practices, but also in targeting decarbonisation.
The use of data in operations can help build up experience and make critical decisions. One data set which Vortexa clients are using to assess fleets is speed.
“We have clients that look at speed as a very critical element, down to two decimal places, to work out what the fleet is doing,” said Mr Prowse.
Mr Prowse said that speed is probably the clearest indicator of the health of the freight market. “The ballast leg is where operators have the most opportunity to control their costs,” he said. Changes in ballast leg speed provide context to understanding trade.
In a similar vein, congestion at a port has an impact on decarbonisation. Is congestion rising at the nominated port? How will that impact consumption and emissions? Assessing through data allows decisions to be made early.
The data can also be used to produce a dynamic view to gauge the performance of a vessel against the sector and competition.
“Ballast leg is where operators have the most opportunity to control their costs”
So how can this data be used to aid decarbonisation? No longer are the key questions: how much cargo can the ship load, can the dates be made, is this the best available price? Today, sanctions have to be assessed and now the Carbon Intensity Index (CII) rating must also be factored in. Mr Prowse warned that modern sister ships can have different CII ratings, depending on how they are operated and managed.
There are many different ways to approach decarbonisation, and one is through hull coatings. PPG Industries Marine New Building and Drydocking global segment director Ariana Psomas noted that underwater hull coating was once purely a commercial consideration, but it is now also a question of meeting global goals to reduce carbon emissions. A ship slowed by fouling means higher fuel burn, which translates directly into higher carbon intensity.
The fastest ROI from decarbonisation measures can be found from a premium hull coating. This is prompting leading shipping companies to adopt low-friction silicone coatings as a technology that can directly shift the speed-power curve.
Greek tanker operator Enterprises Shipping and Trading (EST) has applied PPG SigmaGlide to its vessels and has reported increased energy efficiency. EST has implemented the PPG SigmaGlide 1290 biocide-free silicone fouling release coating to improve the energy efficiency and reduce the carbon emissions of its fleet.
PPG SigmaGlide 1290 fouling release hull coating is based on a 100% pure silicone binder system. The biocide-free product helps improve power performance and supports compliance with EEXI and CII. In addition to carbon savings, this premium hull coating delivers optimal performance through reduced power and minimal speed loss.
EST selected PPG Sigmaglide 1290 for its ability to reduce the frictional resistance of the fleet’s hull surfaces, which decreases power demands and related emissions. EST vessels retrofitted with energy-efficiency technologies are demonstrating a power reduction of more than 20%.
Cargo choice can also have a direct impact on decarbonisation, in that tank cleaning between one chemical cargo and another can result in higher fuel consumption. Chemical Marine owner Axel Kahl noted that in theory, owners and operators can switch a cargo tank from one chemical to another: “It’s a mixture of time, money and resources.”
The question, he said, starts with expertise. Does the owner or operator have an in-house tank cleaning expert? If not, there will be a cost in bringing in an expert to consult and advise on the cleaning process, which naturally reduces the profit margin.
He suggested an expert also carefully check the contract. It might call for a cargo handling process that requires a specific piece of equipment, such as a nitrogen generator – does the vessel have one?
Delegates took the opportunity to ask the chemical cargo expert some pertinent questions. “Is over-cleaning cheaper than a claim?” asked one delegate. “Yes,” said Mr Kuhn, adding the caveat that in the longer term, this is not an environmentally friendly process. In the longer term, education and analysis of washwater is a better solution, he suggested.
Using poll sampling software Slido (generously sponsored by LR), delegates were able to vote on the question: “In conversation, charterers have confirmed they will accept higher rates if a lower carbon footprint can be demonstrated.”
This was confirmed by 29% of those responding, with 71% reporting so far, charterers were not going to accept higher rates.
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