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Passenger Ship Technology

Coatings evolve on back of a new standard and solutions

Wed 31 Jan 2018 by Rebecca Moore

Coatings evolve on back of a new standard and solutions
A key difference between Ecospeed and traditional coatings is that once it is applied, it does not need to reapplied and is maintained through regular cleaning

New products and ISO 19030 are shaking up the coatings industry

Sustainability “is a game changer for the industry,” Jotun HPS sales director Petter Korslund told a cruise ship roundtable event in London in November.

The Immediasea event gathered top industry executives to discuss whether the cruise ship industry is putting sensitive environments at risk and Mr Korslund told them that hull performance is a “ship efficiency killer”. Deterioration in hull and propeller performance between drydockings currently accounts for around 10% of world-fleet fuel costs and greenhouse gas emissions, he said. This means that annual additional fuel costs are estimated at US$20Bn to US$30Bn and there is a 0.3% increase in man-made carbon emissions.

Jotun developed and launched its own measurement method in 2011 – the Jotun Hull Performance Measurement Method (JHPMM), which was developed specifically to enable performance-based contracts as part of Jotun Hull Performance Solutions. JHPMM is transparent by design and has been placed in the public domain.

 

It formed a starting point for ISO 19030, which was published in November 2016 to provide a standard for measuring changes in ship-specific hull and propeller performance. Mr Korslund explained “We became convinced of the benefits of and need for a commonly-agreed upon measurement.”

 

He said that Jotun’s own data collected from around 180 drydocking intervals showed that paint efficiency dropped between drydockings by an average of 18% in hull and propeller performance. The company also gave an estimate of nearly 6% in speed loss between coatings.

ISO 19030 means that performance can be measured between drydockings, thus allowing for a deterioration in performance to be identified through data and making it possible to factor in coating upgrades when they are needed.

Jotun said that the move has the potential to reduce the industry’s greenhouse gas emissions by 10%, while saving operators up to US$30Bn in annual energy costs.

A new analysis and monitoring service based upon ISO 19030 was launched by Hempel in January this year. Systems for Hull and Propeller Efficiency (SHAPE), used in combination with Hempel’s hull coatings, provides documented fuel savings and a programme of improvement.

SHAPE’s users can analyse the impact on performance of hull and propeller solutions, dry dockings and in-service hull and propeller maintenance, allowing for data-driven decision making.

Hempel group segment manager, marine, drydock, Andreas Glud said “Our new Hempel SHAPE system allows us to gather high quality data, provide expert analysis, deliver decisive advice…making ship operators more efficient and competitive. We are presenting our customers with something beyond performance monitoring, we are offering fuel efficiency intelligence.”

New versus old

There have been moves within the cruise ship coating market to embrace less traditional coatings. Subsea Industries’ Ecospeed coating is not a traditional anti-fouling paint, but a durable, hard-coating system that can be cleaned as often as required to maintain the efficiency of the hull.

As a result, and “because you do not have any coating degradation during the lifecycle of the coating, the cruise owner can save a lot of fuel and therefore money,” Subsea Industries’ production executive Manuel Hof said. He explained that Ecospeed is impermeable to water because of the substantial coating thickness combined with a large concentration of glass platelets in the coating, thus protecting the hull from corrosion and damage.

He said that this means that the coating does not need to be re-applied during every drydock period, as with the case of anti-fouling paints. Rather, it just needs to be cleaned when fouling starts to occur on the hull. The product comes with a 10-year guarantee but is expected to last up to 20 years or longer.

The company has applied Ecospeed on four cruise ships, which it could not name because of confidentiality agreements. It has also been implemented on a Scottish passenger ferry and a Canadian ro-ro/passenger ship.

Mr Hof told Passenger Ship Technology “It is a different approach to the traditional anti-fouling. Owners need to understand the concept and must be willing to look at it. We can provide owners with a total cost-of-ownership calculation where they can see for themselves what they will save. Underwater cleaning is part of the concept, but this is nothing compared to the costs and reduced hull efficiency they normally face with traditional systems. If they are willing to implement it, they will save money.”

While he said that the cruise sector was “a growing market”, the challenge is that “the market is quite conservative, so they can be reluctant to move to a different type of product”.

 

 

 

 

 

 

 

 

 

 

 

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