Industry insiders tell Rebecca Moore about the challenges and achievements of ISO 19030 and how it will be developed
AkzoNobel was heavily involved in the formation of the ISO 19030 standard.
AkzoNobel marine coatings business channel manager Michael Hindmarsh told Container Shipping & Trade “The standard was originally developed to try and harmonise the way ship performance is monitored.”
He emphasised that it was important that the standard is split into two parts with part two covering automated systems and part three, alternative methods of monitoring hull and propeller performance such as the analysis of noon reports.
“We always advocate that part two is better, it is much more accurate but part three is important as it allows everyone to monitor in some shape or form, the performance of their hull,” Mr Hindmarsh commented.
Commenting on the value of the standard, he said “The standard draws a very good line in the sand. But it is just a start, and already people are talking about making it more accurate and improving this.”
An example is measuring hull and propeller performance – currently the standard does not differentiate between the two. “There is work to be done in developing methodologies to split the effect of just the propeller or just the hull. That is just the kind of work that we (AkzoNobel) would be involved in.”
As well as helping to further understand the fuel performance of vessels, such a differentiation would save time and money in investigating what specifically is affecting hull performance. “We sometimes get customers saying that their fuel performance is not as good as usual, and they want us to check if the coating is the problem. We will inspect the vessel and often find the problem is not the coating. Therefore, it is in the interest for everyone to develop the methods to separate out the effects of hull or propeller as it will reduce costs and save time,” said Mr Hindmarsh.
He singled out how the standard was especially useful for container shipping lines. “Larger container vessels are very fuel thirsty, even at slow steaming a very small change in hull and propeller performance can make a great difference to their operating expenses and it is critical to be able to monitor the influence of energy efficient technologies employed.”
AkzoNobel sees a huge opportunity in applying big data to fouling control coating selection and using the ISO 19030 standard to prove the benefits. It first launched its Intertrac Vision system in 2015. This is a predictive tool designed to help ship operators assess the return on investment resulting from a particular coating specification.
The iPad-based system processes individual vessel data and operational parameters that specially trained IP personnel enter during a free consultation. Multiple proprietary algorithms and models are then used to provide an accurate assessment of the impact of each potential fouling control coating choice over a ship’s specified in-service period. Outputs include a vessel’s powering requirement, fuel consumption, fuel cost, CO2 emission predictions and a full cost-benefit analysis comparing different coating options and surface preparation options.
In May 2017 at Nor Shipping, the company launched Digital Voyage, a complimentary suite of digital tools that includes Intertrac Perform, a tool that measures and monitors hull-performance data and validates these against the predictions made by Intertrac Vision using metrics that comply with the ISO 19030 standard on hull- and propeller-performance monitoring.
Part of Digital Voyage, Intertrac Vision Lite has been developed to showcase key features of the full Intertrac Vision tool. Users can input data covering a sample selection of vessel types, fouling routes and generic hull-coating choices to create different coatings scenarios, and then compare variations in the effect on power requirements, fuel costs, and CO2 emissions. It also includes tips and commentary to explain the methodology that underpins Intertrac Vision, which includes the full range of parameters, and can be used to make comprehensive economic and environmental decisions.
Hempel was also involved in developing the ISO 19030 standard and its new hull performance system SHAPE (Systems for hull and propeller efficiency) is based on the ISO 19030 framework.
Hempel group segment manager for marine and drydock Andreas Glud told Container Shipping & Trade “SHAPE combines elements of hull and propeller efficiency optimisation to maximise the performance data. Analysis of this data allows Hempel to provide expert advice on the optimum paint solution to all container ship operators. The aim is to maximise vessel efficiency and further enhance return on investment.”
He pointed out that fouling and mechanical damage to the hull will increase the power required from a ship’s engine to maintain a defined speed, which can be as much as 20%. SHAPE monitors long-term trends using in-service key performance indicators to analyse the impact of drydocking and to assess the impact of in-service hull and propeller solutions and associated maintenance on actual performance. “This enables shipowners to make data-driven decisions to improve their operational efficiency,” said Mr Glud.
Specifically designed on the principles defined by ISO 19030, SHAPE can monitor the long-term trends via in-service key performance indicators (KPIs) but also short-term trends through the maintenance-trigger KPI. Key performance indicators for the system are based on speed-loss measurements to track performance gains over time. Monitored and guaranteed speed loss – directly related to fuel savings – is also applicable for hull coatings specified for up to 60-month drydocking intervals. In addition, transparent cost-effective performance monitoring following the ISO 19030 methodology is available.
He highlighted how the standard and its related coatings was of particular importance to the container shipping market: while 2017 delivered stronger markets and so far this year, supply and demand seem to be equalising, there is still a large influx of capacity. Mr Glud said “January alone saw an expansion of 1.2% in the container ship fleet – equal to the entire fleet expansion of 2016 – and with new orders being placed at an increasing rate, ship operators must seek innovative solutions to retain optimum efficiency and competitiveness.”
He singled out another trend in the industry. “The fight against fouling has developed significantly in recent years and leading manufacturers are evolving into advisors and solutions providers alongside their more traditional role of simply supplying paint.”
ISO 19030 drivers and challenges
The standard is moving in the right direction, according to Jotun Hull Performance Solutions (HPS) global concept director Stein Kjølberg.
“More coatings suppliers are using the standard as a means to measure the performance of their coatings, as we have done with HPS. We also see that certain projects have started to specify requirements on speed loss according to the ISO standard.”
He added that vessel charterers were now more interested in performance monitoring and were helping to drive this market. “We have seen charterers really see the value in it and in the importance of coatings,” he said. “Increasingly, they are going back to tonnage providers to request coating upgrades in contracts.”
However, there have been challenges in the uptake of the standard. Mr Kjølberg said “One challenge is many companies have established their own way of performance monitoring and have shown some resistance in applying the standard. Therefore, we try and educate owners on how to utilise it – it is a fantastic tool to measure changes in hull and propeller performance. But to some owners it might be seen as just a means to try and twist it in the way of coating suppliers, but that is not correct.”
He explained the various benefits that shipowners can gain from it. “It gives several options for the owner, not just for service performance over time.” It is a “very good way” to evaluate what has transpired in performance since the last docking.
“The performance can be measured for the first 12 months out of dock to set a reference line and that can be set up against recent dockings to see whether hull and propeller performance is stable, has improved or declined.” He said this allowed owners to link it to the surface preparation performed, whether it was a small touch-up or full docking. “Seeing the difference in performance can justify the cost of a full docking,” Mr Kjølberg said.
There are also other performance indicators in the standard, such as the maintenance trigger. Mr Kjølberg said “When we start to see a decline in performance, we have a reference line; if we see things changing, shipowners can carry out inspections to see if cleaning is needed or if there has been any damage. They can take initiatives at a much earlier stage than before and thereby save huge amounts of money in additional fuel cost.”
If cleaning has been carried out, Mr Kjølberg pointed out that the improvement made by the cleaning and the length of time the improvement lasts can be measured.
“All these factors give owners additional ammunition to make good decisions. They do not need to invest in the most expensive coatings systems, it depends on the docking, age of vessel, trade route and other facts, upon which a proper evaluation can be made.”
Jotun and DNV GL have launched a series of ISO Standard 19030 conferences. The latest Hull Performance & Insight Conference was held in the UK in March. It highlights developments, challenges and advances that could help to further improve vessel performance and looks at the role of the standard and how it can be developed.
Mr Kjølberg said “The standard is not 100% but is good enough for practical application.” Once the standard is three years old, there will be opportunities for revision. “We will then have the experience to see where it can be improved.” He highlighted that discussions created by the Hull Performance & Insight Conference would be an important contributor to any developments within the ISO 19030.
HullWiper is a strong player in the container ship market. The Remotely Operated Vehicle (ROV) is available in port at several locations around the world, and expansion of their network continues to grow through their leasing programme.
Since it first launched in 2003 in Dubai, HullWiper has had a fleet contract with Maersk Line. The ROV uses seawater under variably controlled pressure to remove marine fouling from hulls, instead of brushes or harsh abrasives, resulting in minimal damage to expensive anti-fouling coatings. The company also has fleet agreements with CMA CGM, as well as other container shipping lines.
HullWiper Managing Director Simon Doran told Container Shipping & Trade “Maersk has been with us since the beginning and ever since.” He explained why the solution was attractive to Maersk. “Container vessels needs to load and unload in port without any interruption. For HullWiper to be able to clean hulls while alongside during cargo operations without delaying the vessel is of considerable benefit to shipowners and operators. If their hulls can’t get cleaned in port, companies need to take vessels off charter for at least one day at anchorage, which means they need to catch up speed after the clean.”
HullWiper has a huge advantage compared to companies that use traditional methods. It has permission to operate in ports where other hull cleaning companies cannot, thanks to its integral onboard waste filter that collects and disposes of marine fouling in an ecologically-approved manner. No divers are used, and the entire cleaning process is in compliance with regional and local environmental regulations. HullWiper established operations in the Port of Rotterdam in 2016 and has just launched its pilot scheme in the UK’s DP World Port of Southampton. It also operates in ports in Sweden, Singapore, Spain, Norway, Egypt, United Arab Emirates and – on an ad hoc basis – at key locations in the Middle East.
Rotterdam was a triumph as it had banned hull cleaning companies for years. It approved HullWiper because it collects marine fouling in an environmentally friendly and approved way. In contrast, traditional hull cleaning methods discharge removed residues and harmful materials into the sea.
Mr Doran said “Rotterdam is one of Europe’s largest ports, with heavy container usage. Our technology offers commercial savings, and environmental rewards, to the global shipping community.”
Removed fouling reduces a hull’s resistance, which can improve the vessel’s fuel efficiency. “Even an increase in slime can make a vessel 5-10% less efficient,” Mr Doran noted. “And by not cleaning the hull in between coatings, the use of fuel can increase by one to 10 tonnes a day.”
HullWiper is working with a shipyard to deliver an ROV that can be installed on board a newbuild for the first time. The shipyard – which cannot be named - builds a variety of vessels including container ships. Such an arrangement could save a container ship upwards of US$500,000 a year, Mr Doran said.
He said there were many benefits for container ships and he highlighted the time-saving and flexibility it brings. “It’s a time-critical business,” he said. “Having an ROV permanently on board means that a container ship does not have to wait in port for the solution to arrive – they can clean as and when convenient; starting and stopping when they want.”
eSHaRK project moves forward
When the Eco-friendly Ship Hull Film System (eSHaRK) project was first announced in 2016, its objective was ambitious but simple; bring to market a fouling protection technology which not only maintains current state-of-the-art protection standards but is superior to existing paint-based solutions in terms of eco friendliness, ease of application, robustness and drag reduction effects.
The project took its inspiration in part from recent developments in hi-tech swimsuits which can enhance a swimmer’s performance by reducing drag as they move through the water.
Backed by European Union funding, a consortium consisting of some the world’s leading marine experts and engineers are working together to create an innovative new fouling protection system. eSHaRK consists of a self-adhesive and non-toxic fouling release foil, produced by applying PPG Sigmaglide fouling release coating onto a self-adhesive film.
Recent developments have seen the eSHaRk project team (PPG, MACtac, Meyer Werft/ND Coatings, VertiDrive and Hamburg Ship Model Basin HSVA) develop and produce a prototype for the embossed fouling release foil, a concept proven by tests performed at HSVA test institute.
Progress has also been made towards production of an automated lamination system that will apply the foil to the underwater hull of a vessel.
A number of trial applications are underway and the advantages of the system are already being demonstrated. So far, the foil system has been able to offer clear advantages on newbuild projects in terms of productivity improvements and minimised environmental impact.
On the smaller vessels that have been selected as testbeds, the foil is applied manually due to hull size and shape. For these vessel types PPG has a concept that consists of a combination of foil and specially-designed hard anticorrosion coating with a guaranteed lifetime of 20–25 years, with the foil removed by hydro-jetting and renewed after a prolonged period.
The industrial application process allows an exact and optimally smooth silicon layer produced under controlled application and curing conditions. These two elements are essential in boosting fouling release properties as the optimum surface characteristics of the silicone film are perfectly established.
The self-adhesive properties allow efficient application without release of solvents and do not create any problems of silicone spread to the surrounding environment. Application of the foil is a one-coat operation which reduces the application time. Industrial application also allows impression of surface texture, lowering drag resistance.
Though the eSHaRK project is far from complete, early results suggest that it will lead to fuel savings and reduction of GHG emissions greater than those of existing paint-based anti-fouling and fouling release technologies.
Peter Schoneveld is project leader for PPG eSHaRK.