Rebecca Moore examines the benefits of ISO 19030 and the challenges involved in realising it
Launched last year, the ISO 19030 coatings standard draws a good line in the sand, but already the industry is looking to develop it further.
Coatings suppliers, including AkzoNobel, have been heavily involved in the formation of the ISO 19030 standard, which was “originally developed to try and harmonise the way ship performance is monitored”, explained AkzoNobel marine coatings business channel manager Michael Hindmarsh.
Mr Hindmarsh emphasised the importance of splitting the standard into three 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 [than part three]; 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 said.
Commenting on the value of the standard, he said “[It] 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 of this development can be seen in 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.
ISO 19030 drivers and challenges
Even so, 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, as Mr Kjølberg explained: “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.” Further, 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.” Mr Kjølberg said this allowed owners to link it to the surface preparation, whether 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. “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,” Mr Kjølberg said.
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 highlighted developments, challenges and advances that could help to further improve vessel performance and examined the role of the standard to see 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 standard.
Big data brings rewards
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 Marine Propulsion: “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 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 both long-term trends, via in-service key performance indicators (KPIs), and also short-term trends through the maintenance-trigger KPI. These KPIs 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.
Mr Glud summed up: “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.”