Four Levers. One Fuel Bill.
Vesselity, Seacoat and ABB are three unrelated companies solving three different problems — and every one of those problems is billed to the same bunker invoice. This page is the part no single supplier will show you: what the four levers are worth together, why they multiply instead of adding, which one depends on which, and the order to put them on. Each stays its own product, its own quotation and its own warranty. Only the arithmetic is shared.
One fuel bill, four separate leaks
Nobody buys a “vessel performance solution”. They buy a coating, or a survey, or an API — usually to stop one leak, and usually without knowing what the other three are costing at the same time. These are the four, and who fixes each.
You are managing drag you cannot see
Cleaning happens on the calendar, not on evidence — so some hulls are cleaned that did not need it, and the ones that did carry the fouling until the fuel figures give it away.
The surface itself is rough
Conventional antifouling leaves the hull at 120–175 µm out of dock and depletes from there. Fuel consumption moves by roughly 1% per 20 µm of roughness.
Whatever you gained, you lose again
A saving measured on day one is not a saving you keep. If cleaning damages the coating, cleaning gets deferred — and the roughness climbs back through the docking cycle.
The sea takes back the difference
A glass-smooth hull driven through avoidable weather and sea state still burns the fuel. The voyage is a separate loss from the hull, and it is billed on the same invoice.
Fix one and the other three are still running. That is the entire reason these three suppliers sit in one SepcoTech category — not because they are a bundle, but because each one's saving is only real once the others are not quietly cancelling it.
Put your own numbers in
Set the vessel, then switch levers on and off. The hull range is Seacoat's verified in-service range; the routing figure is deliberately left to you, because a fleet average is not the same thing as a supplier's best modelled voyage. Nothing here is a quotation — it is the shape of the case, on your fuel.
Your vessel
Levers in the programme
What that is worth
Why we won't just add them up
Three suppliers' percentages laid end to end make a bigger number and a worse case. Here is how the three kinds of value in this category actually behave.
Rates multiply — they don't add
Weather routing does not act on your fuel bill. It acts on the fuel bill you have after the hull saving, which is a smaller number. So the two compound:
1 − (1 − 0.06) × (1 − 0.03) = 8.8%Not 9%. On 8,000 t at $600 that gap is roughly $8,000 a year per vessel — small, but it is the difference between a model you can defend in a board paper and one you cannot. The model above then trims it again, because it credits only the share of the hull saving still held in year five.
Grooming buys duration, not rate
Grooming has no percentage of its own, and any supplier quoting one is double-counting the coating. What it changes is how long the coating's saving survives.
A non-depleting film takes 1,000+ underwater cleans without film loss or biocide release, so the hull can be held near its out-of-dock roughness for the ten-year system life. In the model above that is the “still held in year five” slider — the difference between a year-one headline and a decade of realised fuel.
Measurement pays in evidence and avoided spend
Hull analytics and ROV survey are the only lever here with no fuel percentage attached, which is exactly why they are usually bought last and should usually be bought first.
Their return is a clean that goes to the hull that needed it, a survey up to 50% cheaper than divers, and a before-and-after record. Un-measured savings are forecasts. A CII claim you cannot evidence is not an asset.
Four real dependencies, not a marketing bridge
The levers are not merely compatible. Each of these is an operational dependency between two different suppliers' products — the reason the programme is worth more than the sum of its purchase orders.
You can only groom what does not deplete
Grooming a conventional biocidal antifouling removes coating and releases copper — which is why in-water cleaning is restricted in impaired waters and deferred everywhere else. A hard, biocide-free foul-release film is what makes a routine grooming programme legal, cheap and non-destructive in the first place.
Grooming only pays if it is aimed
A grooming programme run on the calendar sends divers or crawlers to hulls that were still clean. Hull-Sight scores fouling risk from AIS routing, sea temperature and speed, so the next intervention goes where the drag actually is — before the fuel figures report it.
A coating's business case needs a before and an after
The ROI on a ten-year coating is only bankable if the hull's condition was recorded before the docking and after it. An ROV survey grading fouling and coating damage at over 98% accuracy, class-accepted for In-Water Survey, is what converts the coating's modelled NPV into a measured one.
A routing engine is only as good as its ship model
Weather-optimised routing runs on ship-specific speed-loss and fuel-consumption models. Feed it the performance of a fouled hull and it optimises the wrong ship; keep the hull's condition current and both the routing and its CII-per-route reporting stay honest — voyage after voyage.
And how strong the evidence is
Four levers, three suppliers, three different classes of proof. We label them rather than blend them — verified in service, an operational saving, or a supplier's model.
| Lever | What it actually returns | Evidence |
|---|---|---|
| MeasureVesselity — Hull-Sight & micro-ROV | No fuel percentage of its own. It returns a cleaning schedule aimed at the right hull, a survey up to 50% cheaper than divers with no diver in the water, AI grading of fouling and coating damage at over 98% accuracy, and the before-and-after record that makes every other lever provable. | Operational saving |
| CoatSeacoat — SEA-SPEED V 10 X ULTRA | 4–12% fuel saving against conventional antifouling, ~17% CII improvement measured on a coated Ro-Ro, under 5 µm hull roughness against 120–175 µm, and zero biocide exposure at the waterline. In service on 400+ naval and commercial vessels. | Verified in service Lloyd's Register certified · LR2514761AF-02 |
| MaintainIn-water grooming programme | Duration rather than rate: 1,000+ underwater cleans without film loss or biocide release, holding the coating's saving across a 10-year warranted system life — and at least one recoat cycle removed from the drydock plan. | Coating property Non-depleting film · warranted system |
| RouteABB Ability™ SPOS | Voyage-level fuel and cost, optimised onboard by time, fuel or total voyage cost against ABB's marine forecast and a hydrodynamic model of the vessel — with or without a fixed ETA. ABB reports 2–5% fuel saving from weather-optimised routing, depending on vessel type, season and conditions. | Supplier model Treat as an assumption for a fleet year |
Every figure on this page belongs to the supplier that published it. SepcoTech's contribution is the arithmetic that puts them on one invoice without double-counting — and a vessel-specific model in place of any of these ranges.
Which one first depends on one date
The next dry-docking. The coating can only go on at a docking; everything else can start on Monday — and starting the cheap ones first is what makes the expensive one provable.
Baseline it, then coat it
- Survey the hull now. An ROV survey before the docking is the “before” half of the business case — and tells the yard what it is actually blasting.
- Coat at the docking. SEA-SPEED goes on in the same window you were already paying for.
- Survey again after. Same method, same vessel, measured delta rather than a brochure range.
- Add routing and grooming from the first voyage out of dock, so the surface never leaves its out-of-dock condition.
Take the three you can start now
- Hull-Sight across the fleet. Fouling risk scored from AIS, sea temperature and speed — no hardware, no docking.
- Groom on evidence. Clean the hulls the analytics flags, not the ones the calendar flags. Works on your current coating, within its limits.
- Routing on the trade. Independent of hull condition and live in weeks, not years.
- Specify the coating for the docking that is already in the plan, with two or three years of hull data behind the decision.
Specify it once, at the yard
- Specify SEA-SPEED at build. A nano-smooth hull from delivery, with no legacy antifouling to remove first.
- Analytics from handover, so the hull's whole life is recorded from a known-clean starting point.
- Grooming into the SMS as scheduled work rather than reactive cleaning.
- Routing into the voyage plan alongside the delivery performance model.
Three suppliers. One conversation.
The products belong to Vesselity, Seacoat and ABB. What SepcoTech A/S adds is everything between them — the analysis, the sequencing, the procurement and the follow-through.
One analysis across all four levers
Not four supplier pitches. One vessel-specific model covering coating cost, realised fuel saving, drydock avoidance, CII trajectory and routing assumptions — prepared free of charge, with the assumptions written down so you can argue with them.
An accountable channel for each product
SepcoTech A/S is regional agent for Seacoat in the Baltic region and Norway, Vesselity's partner for the Nordic & Baltic region, and a partner for ABB Ability™ SPOS — so each lever comes with a named support route, not a web form.
One procurement route
Coating, survey and software through the same supplier on ShipServ TN 317545, or direct. One vendor to approve, one set of terms, one contact for all of it — instead of onboarding three companies in three countries.
Sequencing through the docking
The value in this page is mostly in the order and the timing: survey before the yard, coat in the window you are already paying for, survey after, groom from the first voyage. We plan that around your docking schedule and hold it together across the three suppliers.
What this programme is not
Three things worth saying plainly before you take any of it to a budget holder.
✕ Not a bundle, and not a bundle price
There is no combined discount and we don't pretend there is one. Each supplier prices its own scope; each is quoted separately and stands on its own. Take one lever, or three, or all four.
✕ Not a single headline percentage
The ranges on this page are the suppliers' own, and they differ in how strongly they are evidenced. Which is why the model above starts at the conservative end and shows the overlap it throws away.
✕ Not a replacement for your own data
Vessel type, trade, operating profile and fuel price move these numbers more than any product choice does. The point of the survey being first is that after it, you are arguing from measurements.
Already in service, and independently certified
The coating is Lloyd's Register certified and running on 400+ vessels; the ROV survey has been accepted by class more than once. These are operators using at least one of the four levers today.
The ones we actually get asked
Do I have to buy all four levers together?
Do the savings add up?
Which lever should I buy first?
Is there a package discount for taking all four?
How do I prove the saving to charterers, class or a CII plan?
Can I start with routing only, and leave the hull for later?
One model, across all four levers — at no cost
Tell us the vessel, the trade and which levers are already in place. We come back with what the remaining ones are worth on your fuel, in what order to take them, and what each supplier would quote.
Request Sent!
Thank you — your details are on their way to the SepcoTech team. We'll come back with a combined performance analysis within one business day.