Industry Insights

The global chemical tanker shipping market size was valued at USD 2,072.6 billion in 2016. The
high concentration of chemical production and increasing demand across the globe is mostly
responsible for market growth. Shale gas evolution is one of the significant factors positively
influencing the market growth.

Although exports in 2015 showed a decreasing trend in light of appreciated dollar rates and
global economic slowdown, the export market is expected to pick up over the coming years. In
2016, the U.S. accounted for approximately 15% of the worldwide chemical shipments. New
capacity additions in the sector, which will also be used for exports, is anticipated to propel the
pickup tanker demand over the coming years. 

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Falling crude oil prices have still not prompted the Organization of Petroleum Exporting
Countries, the U.S., Canada, and Russia to decrease their oil production levels, thus crude oil
prices are not expected to rise exponentially from 2016 to 2018. Low crude oil cost is projected
to improve profit margins of refineries, thus promoting North American oil product trade. In
2016, low oil prices increased oil trade to countries such as China, thereby providing better
profitability to vessel owners. 

Organic chemicals have a broad base of applications and entice significant interest due to their
potential industrial uses. Engagement of substantial trade activities coupled with low charter
rates for waterborne transportation is expected to foster the market over the forecasted period.
Fleet operators are coming up with innovative technological solutions to drive global chemical
tanker supply. Tanker coating plays a crucial role in chemical shipping on account of its
hazardous nature and different properties.
Growing consumer concerns for healthy and hygienic food is also expected to drive vegetable/
animal oil and fats trade which in turn is supposed to boost the global chemical tanker shipping
market over the forecast period. However, the market is restrained by unstable political
conditions. Increasing geopolitical issues among the countries are expected to hinder the market
growth over the forecast period.

Product Insights
Organic chemicals segment is expected to be the leading segment in this industry due to its
increasing demand from pharmaceuticals, food & beverages, pesticides, crop protection,
fertilizers, water treatment, personal care products & cosmetics, polymers, gasoline additives,
and other products. The shale gas boom in North America and China has triggered organic
chemical production in the region, with ethylene being the key raw material. 

Vegetable oils & fats segment is expected to emerge as the second fastest-growing segment
owing to its increasing usage in culinary applications, biodiesel, pet food additives, as well as
manufacturing soaps, perfumes, candles, skin products, and other personal care products.
Products such as palm oil included in this segment are traded on a large scale, especially for
biodiesel production.

Inorganics account for 17.7% of the global shipments. These products find demand from several
applications such as pigments, catalysts, coatings, surfactants, fuels, medicines, and agricultural
applications. These chemicals are used as additives, finished products, and industrial processes.

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 Competitive benchmarking
 Historical data & forecasts
 Company revenue shares
 Regional opportunities
 Latest trends & dynamics

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 Click on image to enlarge

Shipment Route Insights

The deep-sea tanker volume in 2016 was recorded at 24,722.8 kilotons and estimated to derive a
demand of 56.479.6 kilo tons by the end of the period 2017-2027. The growth rate predicted for
this segment is 4.8% in the eyes of the uncertainty of the dollar rate value which has appreciated
significantly during 2015-2016, but currently showing signs of decline. 

The highest growth rate in this segment was attributed to deep-sea tankers. Chemical trade for
the construction & building and automotive manufacturing industries are the factors attributing
the growth of this sector.

The most significant crude oil and derivative export volume in North America remain in the Gulf
of Mexico. East coast ports include Portland ME, Philadelphia, and New York. West coast ports
include Long Beach, California, San Francisco, and Vancouver. Petrochemicals and crude oils
are transported along the coast by either barrage or ship.

Coastal tankers demand coming in from China and India is expected to have positive growth in
the near future owing to its restructuring of policy and infrastructure. The Indian workforce is
highly competitive in terms of skills and wages. India and China are also strategic gateways to
import products in the Asia Pacific making it a valuable destination as well as a suitable market
for chemical tankers.

Rotterdam is the central hub followed by Antwerp as the second port of deep-sea shipping in
Europe. Aided by tax enabled investment schemes the Netherlands is projected to witness rapid
growth for deep-sea shipping. Great lakes seaway system in the North American region is
anticipated to observe cargo movements on a large scale owing to substantial existing capacity
and reduce overland congestion for transportation.
Cargo Type Insights
IMO I tankers are mainly specialized for carrying sophisticated products. With the advancement
in technology, IMO I demand is expected to increase on account of new innovative solutions for
the carriage of such products. IMO II carriers are mainly used for carrying bulk chemicals
including vegetable/animal oils & fats. Increasing demand for bio-based lubricants is expected to
grow IMO II carrier market volume.

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IMO III dominated the global market in 2016 with over 50% of the demand in 2016 and is
expected to retain its dominance over the forecast period as well. IMO III tankers are used to
carry chemical products with high safety and environmental hazards. IMO III has a significant
demand on account of extensive applications of natural or organic compounds in multiple
industries. As these tankers do not have any restriction on the cargo quantity, it is the most
preferred tanker type among all the three.

Regional Insights
North American chemical production has started growing, and the manufacturers are planning
for capacity expansion because of the huge natural gas production coupled with low prices. The
U.S. distributes a significant portion of its total chemical production to Mexico and Canada
followed by China and Belgium. The majority of the North American producers are finding their
way to Asian and European market, thereby increasing lengthy route freight movement in the
region.
The European market is expected to experience a very sluggish growth on account of the
decreased chemical production. The lower production can be attributed to higher raw material
and energy costs. Asia Pacific is anticipated to grow at the highest CAGR and occupied 42.9% of
the global revenue in 2016. Emergent economies such as India and China are expected to
spectate strong economic growth over the coming years.

Increasing demand for various harmful liquefied substances from these regions is attributed to
market growth. Asia Pacific production is expected to grow at a substantial rate owing to factors
such as lower raw material costs, less stringent environmental policies, etc. The shale gas
revolution in China is also expected to be the major factor for the growth in the region on
account of low-cost feedstock production.

Chemical Tanker Shipping Market Share Insight

The global market is fragmented with a large number of regional players in the market. Key
players include Odfjell, Stolt- Nielsen Ltd., IINO KAIUN KAISHA Ltd., Tokyo Marine Asia Pte
Ltd, MISC, Navig8 chemicals, and Nordic tankers.  Industry participants have adopted
innovative strategies related to environmental protection owing to stringent regulations. They are
also focusing on quality management and safe transportation techniques.

Other players are JO Tankers, Eitzen Chemical, Berlian Laju Tanker, Seatrans chemical tankers,
and Lomar. North America is expected to attract new players in the market on account of the
shale gas boom in the region positively impacting ethylene production in the region which in
turn is expected to boost organic chemicals shipment supply globally.

Report Scope 
Attribute Details
Base year for estimation 2016
Actual estimates/Historical data 2014 - 2016
Forecast period 2017 - 2025
Market Volume in Kiloton, revenue in USD Million and
representation                                                  CAGR from 2017 to 2025
North America, Europe, Asia Pacific, Central & South
Regional scope
America, Middle East & Africa
The U.S., Canada, Mexico, Germany, The U.K., Italy,
Country scope
France, China, Japan, India
Revenue forecast, company share, competitive
Report coverage             
landscape, growth factors and trends
If you need specific market information, which is not
15% free customization scope (equivalent to 5
currently within the scope of the report, we will
analyst working days)
provide it to you as a part of customization
Segments Covered in the Report
This report forecasts revenue growth at global, regional & country levels and provides an
analysis on the industry trends in each of the sub-segments from 2014 to 2025. For the purpose
of this study, Grand View Research has segmented the chemical tanker shipping market on the
basis of product, shipment route, cargo type, and region:

 Product Outlook (Volume, Kiloton; Revenue, USD Million, 2014 - 2025)

o Organic chemicals
o Inorganic chemicals
o Vegetable oils & fats
o Others
 Shipment Route Outlook (Volume, Kiloton; Revenue, USD Million, 2014 - 2025)
o Inland
o Coastal
o Deep sea
 Cargo Type Outlook (Volume, Kiloton; Revenue, USD Million, 2014 - 2025)
o IMO I
o IMO II
o IMO III
 Regional Outlook (Volume, Kiloton; Revenue, USD Million, 2014 - 2025)
o North America
 The U.S.
 Canada
 Mexico
o Europe
 Germany
 France
 The U.K.
 Italy
o Asia Pacific
 China
 India
 Japan
o Central & South America
o Middle East & Africa 
Global Chemical Tankers Market 2018-2022: Increasing Capacities of
Chemical Manufacturers are Driving Demand

News provided by

Research and Markets

Mar 28, 2018, 11:45 ET

The "Chemical Tankers Market by Product Type (Organic Chemicals, Inorganic Chemicals,
Vegetable Oils & Fats), Fleet Type (IMO 1, IMO 2, IMO 3), Fleet Material (Stainless Steel,
Coated), Fleet Size, and Region - Global Forecast to 2022" report has been added to
ResearchAndMarkets.com's offering.

The chemical tankers market is projected to grow from USD 26.63 Billion in 2017 to USD 33.11
Billion by 2022, at a CAGR of 4.5% between 2017 and 2022.

The flourishing chemical industry and increasing capacities of chemical manufacturers are
driving the demand for chemical tankers across the globe. Moreover, the increasing demand for
vegetable oils & fats is also expected to fuel the growth of the chemical tankers market during
the forecast period.

The Asia Pacific region is estimated to be the largest market for chemical tankers during the
forecast period. The Asia Pacific chemical tankers market is also projected to grow at the highest
CAGR, in terms of value and volume during the forecast period. China is projected to lead the
Asia Pacific chemical tankers market during the forecast period. The China chemical tankers
market is also projected to grow at the highest CAGR, in terms of value and volume during the
forecast period.

Slow growth in the production of crude oil and formulation and implementation of regulations
related to oil bunkering act as restraints to the growth of the chemical tankers market. Low
international prices of crude oil and reduced capital investments for its exploration over the past
few years have led to the slow production of crude oil. Moreover, low investments for exploring
and producing crude oil between 2013 and 2015 in the US have impacted the production of shale
oil in the country. The oil production has decreased in China as well, owing to the low oil price
environment in the country.

The major players operating in the chemical tankers market are Bahri (Saudi Arabia), Stolt-
Nielsen (UK), Odfjell (Norway), Navig8 (UK), MOL Chemical Tankers (Singapore), Nordic
Tankers (Denmark), Wilmar International (Singapore), MISC Berhad (Malaysia), Team Tankers
(Bermuda), and Iino Kaiun Kaisha (Japan).
These leading players have adopted the strategy of agreements to increase their shares in the
chemical tankers market and cater to the increasing demand for tankers used for shipping
chemicals and chemical products. For instance, Odfjell (Norway) signed an agreement with
Sinochem Shipping (Singapore) in November 2017.

According to this agreement, Odfjell (Norway) is expected to take four new orders from
Sinochem Shipping (Singapore) to manufacture 840,900 DWT chemical tankers. This agreement
aims at enabling Odfjell (Norway) to serve the growing demand for chemical tankers, which are
used to ship chemicals and chemical products.

The leading players operating in the market have also adopted the strategies of expansions, joint
ventures, agreements, and acquisitions to increase their shares in the chemical tankers market
between 2014 and 2017.

Key Topics Covered:

1 Introduction

2 Research Methodology

3 Executive Summary

4 Premium Insights
4.1 Attractive Opportunities for the Chemical Tankers Market
4.2 APAC: Chemical Tankers Market, By Product Type and Country
4.3 Chemical Tankers Market, By Fleet Type
4.4 Chemical Tankers Market, By Fleet Size
4.5 Chemical Tankers Market, By Fleet Material

5 Market Overview
5.1 Introduction
5.2 Market Dynamics
5.2.1 Drivers
5.2.1.1 Growth of the Chemical Industry
5.2.1.2 Increasing Demand for Oilseeds/Vegetable Oils & Fats
5.2.2 Restraints
5.2.2.1 Slow Growth in Crude Oil Production
5.2.2.2 Oil Bunkering Regulations
5.2.3 Opportunities
5.2.3.1 Increasing Production of Chemicals in APAC
5.2.3.2 Oversupply in the Chemical Tankers Industry
5.2.4 Challenges
5.2.4.1 Political Unrest in the Middle East & North Africa
5.3 Porter's Five Forces Analysis
5.4 Macroeconomic Indicators
5.4.1 GDP Growth Rate Forecast of Major Economies
5.4.2 Chemicals and Vegetable Oils Statistics

6 Chemical Tankers Market, By Product Type

6.1 Introduction
6.2 Organic Chemicals
6.3 Inorganic Chemicals
6.4 Vegetable Oils & Fats
6.5 Others

7 Chemical Tankers Market, By Fleet Type

7.1 Introduction
7.2 IMO Type 1
7.3 IMO Type 2
7.4 IMO Type 3

8 Chemical Tankers Market, By Fleet Size

8.1 Introduction
8.2 Inland
8.3 Coastal
8.4 Deep Sea

9 Chemical Tankers Market, By Fleet Material

9.1 Introduction
9.2 Stainless Steel
9.3 Coated

10 Chemical Tankers Market, By Region

11 Competitive Landscape

12 Company Profiles

 Aurora Tankers Management Pte. Ltd.

 Bahri
 Champion Tankers
 Chembulk
 Iino Kaiun Kaisha, Ltd.
 Laurine Maritime
 MISC Berhad
 Maersk Tankers
 Mol Chemical Tankers Pte. Ltd.
 Navig8
 Nordic Tankers A/S
 Odfjell
 Southern Chemical Corporation
  Stena Bulk
 Stolt-Nielsen
 Team Tankers International Ltd.
 Waterfront Shipping
 Wilmar International Ltd.

=========================================================================

Tankers Will Be in Demand For Many More Years

in Hellenic Shipping News 26/04/2021

Tanker demand is here to stay for the next few decades at least. In its latest weekly
report, shipbroker Gibson said that “last week we wrote about the future of North Sea oil production
and how it is a story of two halves. With production in the UK sector on a downward trajectory, whilst in
the Norwegian sector the recent start-up of the Johan Sverdrup field will see production hit multi-year
highs. This comes just as the world is still getting to grips with the impact of COVID-19 and the trail of
destruction to lives, economies and companies in its wake. We are still far from getting back to what we
can call ‘normal life’, despite extensive vaccination efforts across the globe. Here in the UK, we have
been told to expect to live with restriction in various aspects of our lives for several years to come. The
pandemic has led us to adjust how we do things resulting in fewer people travelling via planes, trains
and automobiles for work and leisure, leading to a slump in demand for oil”.
According to Gibson, “it is anticipated that once we get back to whatever we call ‘normal’
overall demand for oil will have changed, forever. Have we reached peak oil demand? Will there
be a gradual decline in oil demand? The pressure to combat climate change is likely to continue
unabated, especially as Pres. Biden has committed the US to halve CO2 emissions by 2030. How
demand will change around the world will depend on a variety of factors. Currently, ‘oil majors’
actually only hold around 12% of oil reserves, this compares to around 66% of the worlds
petroleum supplies are in the hands of National Oil Companies (NOCs) such as Saudi Arabia’s
Aramco, Russia’s Rosneft or Mexico’s Pemex. Other independent oil companies take the
remaining 22%. This means that even if the oil majors commit to become cleaner ‘energy’
companies, their influence is smaller than in the past”.

“So, it would seem that NOCs will have a far bigger role in influencing future supply. For states
that rely heavily on oil, it would appear there is little incentive to cut production. With peak
demand somewhere on the horizon, there may actually be an incentive to produce more oil; it
may be better to sell the resource at a lower price now than leave it in the ground. Carbon
Capture may be a way for NOCs to continue producing hydrocarbons to offset their future
carbon emissions”, Gibson noted.
The shipbroker added that “there is also going to be the question of need. Even if the world
managed to electrify car and train transport, it’s going to be an awful lot harder to power ships
(and planes) with anything other than oil products. Similarly, there are the massive plastics,
chemical, fertiliser and textiles industries that depend on products derived from oil. So, the
overall ‘greening’ of the global economy currently seems to focus on the easiest parts to green,
those of the power and transport sectors. A combination of renewable energy and electric
vehicles means that oil is facing competition in the transport and industrial markets – something
that has never really happened before”.

“Oil has made the modern world in which we live, finding a replacement for the black gold and
the many things that it can provide will be a hard-won process. That process now seems to be
gaining momentum, but, despite all this, direct replacements will be at least a generation away.
Meaning that there will be continued demand for oil, product, and chemical tankers for decades
to come, even if the industry has to live with easing absolute demand at some point”, Gibson
concluded.

================================================================
CHEMICAL TANKERS SET NEW STANDARD FOR
ENVIRONMENT AND CREW
The two 22,000dwt chemical tankers under construction for Donsötank Rederi are leading
the industry in emissions reductions and crew welfare.

The island of Donsö off Gothenburg in Sweden is home to a population of 1,500. It is also home
to eight shipping companies, most currently involved with newbuildings. The Donsötank
newbuilds are a reflection of that shipping dynamic, says Managing Director Captain Ingvar
Lorensson, with the outcome set to raise the bar higher for other shipowners.  

The 167.7-metre, LNG-fuelled, Ice Class 1A vessels are being built by Wuhu Shipyard in China
and are classed by DNV GL. Final installation of the battery systems and shore power
connections will occur once they reach Sweden next year.  

The vessels will be named Prospero and Pacifico and will be commercially managed by
Donsötanks daughter company Navix Maritime Chartering in Gothenburg from mid-2021. 

They are expected to achieve a 13-21% reduction in fuel consumption compared to a standard
design. The vessels boast a number of carefully selected design features which mean the
newbuildings' CO2 emissions will be 55% lower than existing vessels in the fleet. Running on
LNG, NOx emissions will be reduced by 89%, SOx emissions by 99% and particulates by 95%.

Optimised design

Donsötank' technical managers, safety manager and sailing captains and chief engineers brought
their experience to the design project, and they worked closely with Uddevala-based naval
architecture company FKAB Marine Design. FKAB was involved from the first sketches,
developing a design that balanced fuel savings against investment costs. “It's been a great
journey with the very clear goal of achieving environmentally friendly vessels with a good
working environment for the crew,” says Osborne Johansson, Technical Senior Adviser
Machinery and System at FKAB.  

The vessels' F-Bow hull design is optimised to achieve maximum cargo capacity and for
excellent performance. In calm weather it can save 4-8% fuel and harsh weather conditions up to
25%, says Andreas Hagberg, Sales and Marketing Manager at FKAB. Hull optimisation was
performed for a number of depths, and the result includes less flair, a lower block, a propeller
bulb and pitch optimisation, together giving 25% improvement on the hull lines of existing
vessels in the fleet.  

The hull coating used is a Jotun silyl acrylate technology coating, Sea Quantum. It is suitable for
all activity levels and expected to perform well for up to 90 months.
The 6.2-metre propeller is complemented by a full-spade, full-twist leading edge rudder from
MM Offshore. A wake-field and propeller slipstream analysis ensures maximum efficiency,
minimal cavitation and therefore less noise at the aft end of the vessel.

Dual-fuel engines

The main engine is a Wärtsilä 10V31 DF. “This is the most efficient 4-stroke engine in the
world,” notes Lorensson, and it is recognised as such by the Guinness World Records. “It is
dual-fuel, but we will run it on LNG and probably a little liquified biogas (LBG) also, if
possible.”

The two auxiliary Wärtsilä 8L20 engines are connected to a GESAB SCR-Catamiser for NOx
reduction and waste heat recovery. The combined dual-fuel thermal oil heater and inert gas
production system, also from GESAB, is low on NOx and SOx emissions.

The 500kWh battery system supplied by Corvus Energy will continuously provide power to the
system to boost propulsion, provide an alternative to running auxiliaries during narrow passages
and harbour manoeuvring, and, most importantly from an energy saving perspective, allow for
peak shaving. The energy storage system provides power for peak-shaving to balance variable
loads on the main engine and auxiliary engines, saving an estimated 284 tons of CO2 each year
on the open sea and 269 tons of CO2 in port during discharging if shore power is not available.

Lorenssen expects a battery life of eight to 10 years, and a financial payback, at worst, of six
years. “But, we predict it will be better than that.”

The battery system alone could power the vessel for a short time in case of blackout, but
combined with the 1.5kV shaft generator, the vessel could potentially sail at around eight knots if
required during an emergency.

The WE Tech shaft generator features variable frequency drive technology, WE Drive™,
variable speed generator technology, DC-link switchboards with dedicated inverter units and a
power management system. With the DC-link distributing electrical power, energy efficiency
can be increased by up to 35%, the main switchboard can have a smaller footprint with less
copper used. Total harmonic distortion is low as is the reactive current flow in the electrical
system. This enables the use of smaller inverters and less cabling.

Additionally, an Organic Rankine System waste heat conversion system, Orcan Energy's
Efficiency PACK, is connected to the cooling system. The solution uses waste heat from the
thermal oil system and the jacket cooling water to produce electricity, thereby recovering waste
heat from both the main engine and the auxiliary engines. At sea, this can provide 71kW net
input to the switchboard, and during cargo discharging operations 83kW. This saves an estimated
205 tons of CO2 annually.

Like the two 15,000dwt chemical tankers being built for Tärntank Ship Management, and two
18,000dwt chemical tankers built for Furetank Rederi, companies that also originates from the
island of Donsö, the vessels will have the ability to connect to shore power. Negotiations with
the Port of Gothenburg have led the sets of newbuilds having the connection point in the
manifold area located centrally in the EX cargo handling zone to minimise cabling needs and to
enable the ships' cargo cranes to do the cable lifting. At the Port of Gothenburg, a shore power
station will be located centrally on the quay with approximately 50 meters of cable available. A
similar arrangement is expected to be available in the Port of Rotterdam.

The 6.6kV power from shore will provide enough power for cargo discharge operations and for
charging the battery system. As part of the shore power connection procedures, the plug room,
too small for a person to enter, will be over-pressurised with nitrogen.

The use of oil onboard has been minimised: the actuators for the cargo and ballast valves are all
electric. Supplied by Eltorque, they minimise energy consumption by having a low energy idle
state and, they also avoid the need for having hydraulic pipes going down into the tanks. They
are made from non-hazardous, fully recyclable materials.

Additionally, to reduce the need for oil, the THR Marine mooring and anchor winches are
electric. This avoids the need for a lot of pipework and eliminates oil leakage risks. The Wärtsilä
stern tube has a water lubricated seal, and the vessels have a frequency controlled, fixed pitch
Wärtsilä bow thruster.

A Hydroniq rack cooler was chosen for its easy inspection and maintenance and for its compact
design. The tubes are made from CuNi to prevent marine growth, and there is no galvanic
corrosion, as it is fully insulated from the hull. The cooling system is a demand-adjusted system,
so it's not running at full speed all the time. “This makes it more efficient that a normal box
cooler,” says Lorensson. “If you need to clean it, you can just close the tank and lift it up from
the inside, and if you have dirt in the water from a river, for example, this doesn't present a
problem for the cooling system.”

The vessels are IMO type 2 oil products and chemical tankers with a cargo capacity of
28,000cbm and they feature 14 electric deepwell cargo pumps from Svanehøj . The cargo tanks
are coated with Jotun Tankguard Special. Hot water coils are used for tank heating, and all cargo
pipes and crossovers are self-drained down from the manifold to the cargo tanks.

Crew safety

The comfort and safety of the crew was paramount when designing the accommodation areas
and the engineroom layout. “Everything was designed in 3D, and we spent a lot of time in the 3D
model determining the safest outcome, so that the crew do not need to climb around pipes and
equipment,” said Lorensson.

Mooring arrangements have been designed according to Mooring Equipment Guidelines Fourth
Edition 2018 (MEG4). “Safe mooring is critical for the crew onboard,” says Lorensson. “We
want to avoid incidents, so we also spent a lot of time here to design the best mooring system
possible. The design calls for of eight ropes on drums fore and eight aft. The lines are straight,
not going through any rollers.
The designers spent a lot of time reducing noise onboard the vessels. Engineroom fans are fitted
with silencers, and the cargo pumps are electric to minimise noise. Outside noise level was
determined to be at most 65db measured 25 metres from the side of the vessel when running two
auxiliary engines and two engineroom fans. This compares very favourably with a similar vessel
in the company's fleet with a main engine of the same size.

Lorensson's team is proud of what has been achieved and believe the design is the most efficient
for the class of vessel to date. While the owners on Donsö are not direct competitors, they watch
what each other are doing and learn from each other, always raising the stakes on environmental
performance.

FKAB recently designed vessels for Donsö-based Furetank Rederi. These 16,300dwt chemical
tankers are also equipped with batteries and dual fuel engines for LNG operation. Further afield,
FKAB has also recently designed a series of dual-fuel, battery-ready 10,500dwt chemical tankers
for Norwegian owners Utkilen and two 7,000dwt gas-ready stainless steel chemical tankers for
German owner GEFO.

Tor Järnberg Business Developer at FKAB notes that FKAB’s environmental friendly designs
have low EEDI values, with excellent hull forms and a careful selection of equipment to suit the
shipowner’s requirements. This results in efficient energy consumption and low OPEX. “We
work in close cooperation with owners to balance CAPEX and OPEX.”