Separating hype · Separating hype and hull coatings. 8 July 2020 • 09:00-09:45 BST. Part of....

Separating hype and hull coatings8 July 2020 • 09:00-09:45 BST

Part ofMarine Coatings Webinar Week7-9 July 2020

Panellist documents:Page 2: Johnny Eliasson, Chevron ShippingPage 7: Terry Greenfield, CONSULEXPage 11: Stein Kjølberg, Jotun Performance CoatingsPage 16: Carl Barnes, Safinah GroupPage 26: Peter Glover, Reed Smith

© 2017 Chevron

Separating hype and hull coatings

2© 2017 Chevron

History• Treating hulls to prevent or reduce fouling has a long history. Model of Lord

Nelson's flagship at the battle of Trafalgar H.M.S. Victory. The hull of the model is built up in plank with copper plating on the lower sides.

• The most effective fouling control coating ever used was the TBT-SPC invented in the 1970s. Environmental concerns lead to a push back against its use.– Banned by IMO on ships < 25 m LOA in 1985 taking the pleasure boat industry

out– Banned by IMO for all ships would wide in 2003.

3© 2017 Chevron

Consequence of the TBT-SPC ban

• Since the total ban of the TBT-SPC hull fouling has seen a resurgence and it is now one of the most discussed topics in the marine world:

- Spread of invasive species- Increased power and fuel needed to propel the ships- Increased CO2 and other gas emission from increased fuel usage

Credit IMO

4© 2017 Chevron

Antifouling Solutions

• Coating Technologies launched or widely used since the TBT_SPC ban– CDP (ablative systems)– Surface Treatment Systems (STS)– Fouling release coatings (FRC)– Cu-Acrylates– Silyl-acrylates– Silyl-methacrylates– Blends

• Which of these technologies fits all ships? Which is always the best choice?

NONE OF THE ABOVE!!!!• It is complicated!!!!

5© 2017 Chevron

Other Solutions

• Hull fouling condition monitoring

All solutions are good solutionsexcept the bad solutions!

• In-water hull cleaning ……. Collection??? … robotics ….

Separating Hype & Hull Coatings

D. Terry GreenfieldPrincipal Consultant

With New TechnologiesThere are New Lessons

to Learn

• Prior Technologies have provided knowledge through use and failure

• The process was/is predictable• Lessons learned may or may

not be leveraged to new technologies

Learned Lessons fromLegacy Technologies

A Brave New World• New technologies and

solutions typically present an accompanying new set of problems that will manifest as we learn to install and maintain them

• The more complex the coating, the more complex the installation can be with its own unique set of issues

Managing the Future

• Preplanning – Consider what can happen and plan accordingly

• Pay attention to learn and capture the lessons

• Complete management that includes:

• Design/Selection• Installation• Quality Control• Maintenance

SK │ HPS │ Riviera Webinar │ 2020-07-08

Separating hype and hull coatingsWebinar 8th July 2020

Stein Kjolberg, Global Concept Director – Hull Performance Solutions


The shipping industry is becoming more complex and challenging

Sustainability needs to be further adressed

Charterers Banks Insurers Brokers

Pushing for more efficiency and transparency


Regulatory challenges for the shipping industry

EEDI EU MRV

Fueling vessels will become a more complicated and

expensive business

Maximising fuel efficiency will be owners’ top priority

BIOFOULING GLOBAL SULPHUR CAP


The Path to Maximum Hull Efficiency

Poor Hull Performance

Maximum Hull Efficiency

Proper surface preparation

Optimized specifications

Advice on idling positions

Performance monitoring

Application excellence

Investment in premium coatings

Fouling exposure assessment

Oceanographic assessment

Proactive in-service maintenance regime

Reed Smith


Dr Peter GloverPartnerMaster Mariner8 July 2020

Reed Smith

• Why is fouling control needed and what is the fouling challenge

• How vessel market drivers/regulations: high standards or an impediment

• Profile and environmental data guide product selection

• Issues above and below the waterline

• How EU and IMO bans will impact coatings

• Grit blasting versus hydroblasting

• Can a marine coating ever be benign?

2

Presentation outline


Reed Smith

• Invasive Aquatic Species (IAS): • Can harm fisheries, threaten healthy marine habitats and have adverse economic and health effects• Are a major threat to the conservation of biodiversity• Threaten the world’s oceans

• UNCLOS

Article 196: Use of technologies or introduction of alien or new species

1. States shall take all measures necessary to prevent, reduce and control pollution of the marine environment resulting from the use of technologies under their jurisdiction or control, or the intentional or accidental introduction of species, alien or new, to a particular part of the marine environment, which may cause significant and harmful changes thereto.

• Problem intensified over the last few decades:• Over 50,000 merchant ships trading internationally• Expanded trade and traffic flows• Volume of seaborne trade continues to rise• Issues and the problem with IAS has not (arguably) peaked

3

Why is fouling control needed?


Reed Smith

• Hull fouling has its origins in antiquity

• Measures to prevent sea life attaching to ships' hulls have been developed throughout history• Cutty Sark’s hull was sheaved in Muntz metal (brass) as an anti-fouling measure

• Reducing the growth of weed and barnacles• 1960s – organotin compounds such as tributyltin-oxide (TBT) introduced - highly effective

• TBT coatings:• Negative consequences on the wider marine habitat• Including an adverse impact on numerous non-target organisms

• Legislation introduced to ban TBT

• IMO • 2001 Convention on the Control of Harmful Anti-Fouling Systems on Ships at International Maritime

Organisation (AFS Convention), entered force in 2008• Last date for the application of organotin paints was 2003, total phase out by 2008

4

Market regulation: IMO and EU


Reed Smith

• Several IMO guidelines to support the AFS Convention:• Guidelines for Survey and Certification of Anti-fouling Systems on Ships (Resolution MEPC.102(48))• Guidelines for Inspection of Anti-fouling Systems on Ships (Resolution MEPC.105(49)) • Guidelines for brief sampling of anti-fouling systems on ships (Resolution MEPC.104(49))• Guidance on best management practices for removal of anti-fouling coatings from ships, including

TBT hull paints" (Circular AFS.3/Circ.3 of 22 July 2009)

• AFS Convention has been transposed into EU legislation• Regulation (EC) No 782/2003 on the prohibition of organotin compounds on ships

• AFS Convention is focused on the prevention of adverse impacts from the use of anti-fouling systems and the biocides they may contain, rather than preventing the transfer of invasive aquatic species

• Ballast Water Management (BWM) Convention (entered into force 2017) aims to:• Prevent the spread of harmful aquatic organisms from one region to another• Establishing standards and procedures for the management and control of ships' ballast water and

sediments

5

Market regulation: IMO and EU


Reed Smith

• To assist with achieving the intent of the AFS and the BWM convention

• Biofouling is of worldwide concern – need for a globally consistent approach to the management of biofouling:• Resolution MEPC.207(62)

2011 Guidelines for the Control and Management of Ships' Biofouling to Minimize the Transfer of Invasive Aquatic Species (Biofouling Guidelines)

• MEPC.207(62) is only a guideline• New Zealand

• The Craft Risk Management Standard (CRMS) for Biofouling• Non-compliance can result in:

– require a hull inspection on arrival to New Zealand– restrict your New Zealand itinerary– restrict entry of your vessel to New Zealand– ask you to clean your vessel within 24 hours by an approved provider in New Zealand

• Australia• Department of Agriculture and Water Resources• Consulting on proposed change to mandatory biofouling management requirements for vessels

arriving in Australia

6

Biofouling guidelines


Reed Smith

• Charterparty compliance:• TCP clauses which require compliance 2011 Biofouling Guidelines • Biofouling Guidelines may be written into ISM/SMS manual (contractual compliance)

• Charterparty disputes:• Speed and performance claims• Economic use restrictions on trading areas• Delays• Cleaning costs• Use of tankers as floating storage

• Penalties:• Non-compliance with regional regulations• Liabilities for disposal of biohazard waste

• Reasonable to expect further regional response to 2011 Biofouling Guidelines

7

Issues above and below the waterline: commercial drivers


Reed Smith

Questions

8 Separating hype and hull coatings

Reed Smith9

Peter GloverPartner / Master Mariner Hong Kong+852 2507 9875+852 6378 [email protected]

Contact


Reed Smith

ABU DHABI

ATHENS

AUSTIN

BEIJING

BRUSSELS

CENTURY CITY

CHICAGO

DALLAS

DUBAI

FRANKFURT

HONG KONG

HOUSTON

KAZAKHSTAN

LONDON

LOS ANGELES

MIAMI

MUNICH

NEW YORK

PARIS

PHILADELPHIA

PITTSBURGH

PRINCETON

RICHMOND

SAN FRANCISCO

SHANGHAI

SILICON VALLEY

SINGAPORE

TYSONS

WASHINGTON, D.C.

WILMINGTON

reedsmith.com

This document is not intended to provide legal advice to be used in a specific fact situation; the contents are for informational purposes only.“Reed Smith” refers to Reed Smith LLP and related entities. © Reed Smith LLP 2020

Reed Smith is a dynamic international law firm, dedicated to helping clients move their businesses forward.

Our belief is that by delivering smarter and more creative legal services, we will not only enrich our clients’ experiences with us, but also support them in achieving their business goals.

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10 Weasel words and contractual interpretation

http://www.reedsmith.com/

How vessel profile and environmental data guide product selection

8th July 2020 Riviera Maritime Webinar

Carl [email protected]

www.safinah-group.com

Why is fouling control needed?

Fouling causes drag:• Minimise fuel consumption ($$$)• Meet Charter agreements• Maintain speed and scheduled arrival times• Reduce engine wear

Environmental:• Translocation of Invasive species• Emissions

2

Capesize Dry BulkerPermanent charter Japan Australia

Slime Fouling~1 – 10%+ increase in drag

Weed Fouling10%++ increase in drag

Shell Fouling40%++ increase in drag

Typical values, vessel type, size speed etc will all play a part

The fouling challenge• The ‘fouling challenge’ depends on many factors including:

• Water temperature• Illumination• Nutrient levels

• Year-round severe fouling in tropical areas, particularly coastal waters

• Seasonal fouling at low or high latitudes

• Vessel speed / activity and static periods all play a significant part

• Most fouling occurs when vessels are below ~5-6 knots and significant static periods are a major risk

• All vessels are different and fouling control selection should be specific to the vessel and not generic specifications

3

Surface chlorophyll a (NASA)

Sea surface temperature (NASA)

66 Large Marine Eco Regions

4

Arabian SeaVery high fouling challenge

North SeaGenerally low fouling challenge

(but seasonal)

Number Marine Eco Regions Fouling risk 1 East Bering Sea Very Low2 Gulf of Alaska Very Low3 California Current Medium4 Gulf of California High5 Gulf of Mexico Very High6 Southeast U.S. Continental Shelf Very High7 Northeast U.S. Continental Shelf Low8 Scotian Shelf Very Low9 Newfoundland-Labrador Shelf Very Low

10 Insular Pacific-Hawaiian Very High11 Pacific Central-American Coastal Very High12 Caribbean Sea Very High13 Humboldt Current Medium14 Patagonian Shelf Low15 South Brazil Shelf High16 East Brazil Shelf Very High17 North Brazil Shelf Very High18 Canadian Eastern Arctic - West Greenland Very Low19 Greenland Sea Very Low20 Barents Sea Very Low21 Norwegian Sea Very Low22 North Sea Low23 Baltic Sea Very Low24 Celtic-Biscay Shelf Low25 Iberian Coastal Medium26 Mediterranean Sea High27 Canary Current High28 Guinea Current Very High29 Benguela Current High30 Agulhas Current Very High31 Somali Coastal Current Very High32 Arabian Sea Very High33 Red Sea Very High34 Bay of Bengal Very High35 Gulf of Thailand Very High36 South China Sea Very High37 Sulu-Celebes Sea Very High38 Indonesian Sea Very High39 North Australian Shelf Very High40 Northeast Australian Shelf Very High41 East-Central Australian Shelf High42 Southeast Australian Shelf Low43 Southwest Australian Shelf Medium44 West-Central Australian Shelf High45 Northwest Australian Shelf Very High46 New-Zealand Shelf Medium47 East China Sea High48 Yellow Sea Medium49 Kuroshio Current High50 Sea of Japan Low51 Oyashio Current Very Low52 Sea of Okhotsk Very Low53 West Bering Sea Very Low54 Chukchi Sea Very Low55 Beaufort Sea Very Low56 East Siberian Sea Very Low57 Laptev Sea Very Low58 Kara Sea Very Low59 Iceland Shelf and Sea Very Low60 Faroe Plateau Very Low61 Antarctica Very Low62 Black Sea Medium63 Hudson Bay Very Low64 Central Arctic Very Low65 Aleutian Islands Very Low66 Canadian High Arctic / North Greenland Very Low

Marine Eco region

Understanding ofIn-service fouling risk

In Service UWH maintaince- UWC- Hull grooming- Propeller polishing

Understanding of product performance related to specific fouling risk

(> 100 products available from major suppliers)

Dry Dock Process- Duration- Time of year- Location- Product availability- Scheme life- Independent supervision

Functional Fouling Control

Specification

Fouling control product selection

In Service monitoring - Performance- Activity / speed- Long Static periods?

Thank you.

6

Johnny Eliasson, Chevron ShippingTerry Greenfield, CONSULEXStein Kjolberg, Jotun Performance CoatingsPeter Glover, Reed SmithCarl Barnes, Safinah Group

Separating hype · Separating hype and hull coatings. 8 July 2020 • 09:00-09:45 BST. Part of....

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