Here is a prelim presentation I will make at the SMM Coatings Conference in Hamburg, Sept. 2010. Contact me for the .ppt after the conference. Sorry but many of the fonts converted automatically as a part of the upload process.

1. “ Hull Resistance Management – IMO Activities on GHG Reduction and Minimizing Biofouling.” SMM Marine Coating Conference Hamburg, September 2010 Daniel Kane [email_address]

8. Status of World Fleet pure averages of over 300 ships (not adjusted for age or time out of dock, etc.) 22 tons / day 1.9 kn 53.4 36.1% Post Panamax 14 tons / day 1.7 kn 44 34.0% Pana boxship 5.9 tons / day 0.92 kn 18.2 27.7% VLCC 5.1 tons / day 0.94 kn 9.8 29.5% Suezmax 4.2 tons/day 0.84 kn 7.2 26.3% Aframax Fuel savings for hull prop cleaning if done today Speed Loss (design speed, design draft) Excess FOC (design speed, draft) tons/day Avg. Added Resistance % (reference trials) Ship type

9. Buckling + Weld Beads + Paint Roughness + Fouling Courtesy: NTNU

10. Stages of Marine Growth Courtesy: NERC

11. The development of ship resistance higher with TBT-free

12. The development of ship resistance higher with TBT-free “ it is clearly seen on the trends of the graph that the performance decay was significantly smaller before the year 2000, i.e. the old very poisonous antifouling systems were indeed very effective compared with more recent systems applied to this vessel. Clearly, the vessel is due for immediate hull cleaning or dry-docking with its present performance”. -- SNAME Paper (AP Moeller, 2009)

13. Ship resistance

18. Outsourcing Performance Analysis [Performance Observations] [Awareness and Implementation] [Analysis and Benchmarking] “ Today it is necessary to analyze deficiencies…information exchanges are not enough” -- Tanker Shipping Oct. 2009 3 rd Party Services SHIPOWNER TECH DEPT SHIP / CREW

19. Errors in data collection are caught

20. Power Measurements

22. Full Correction of Performance Data True performance and trial trip reference ◄ (there is only one true curve in this scatter for one loading condition) ▼

23. ‘ Noon report’ vs. Careful Data (not the same ships, but illustrating scatter in noon-data)

24. Performance Data Complexity SPEED - For the 25 sets of observations in 2009 the average speed is found to be 18.223 knots, while the corresponding average speed for the 6 sets of observations in 2010 is 19.55 knots. The difference in speed (7.3%) which is an extra power consumption of 1.073 in 3 rd power, equal to approx. 24%. WEATHER - The weather losses in 2009 were 17%, while they in 2010 were 10%. This gives a difference in the fuel consumption of approximately 7%. DRAFT - Finally, the mean draft in 2009 was 6.325 m, while it in 2010 was 6.154 m. This gives a difference of the fuel consumption of approx. 3%. The difference in fuel consumption under the same conditions becomes 24% - 7% - 3% = 14%, which is exactly the improvement of the added resistance, which was given in the reports after the latest dry-docking.

25. The added resistance of hull and propeller translates into a speed/fuel penalty (at 15 kn was 57 t/day NOW 67 t/day = 10t/day excess fuel = 31.7 t/day CO2

27. Post-docking Analysis (sisters) (low cost hull pre-treatment = higher resistance outdocking) 18% Resistance ‘ 50% blast’ 30% Resistance ‘ 10% blast’

28. 50% (blast area) 10% At 22 knots: 140 tons/day At 140 t/day: 2 knot loss from trials At 22 knots: 154 tons/day At 154 t/day: 2.5 knot loss from trials Reference: 110 tons/day trials at 22 knots

29. Long Port Stay 20% increase in hull resistance after 4-week stay ( speed loss approximately 0.9 kn or increase in fuel use 8 tons/day) Suezmax 24 t/day of excess CO2 emitted at design speed

30. Idling and Resistance “ Confirming that the vessel did sit for approximately 37 days during the period of no performance data. She also recently had a hull/propeller cleaning due to the fouling which occurred during this storage period. The cleaning is incomplete and will be finished when weather improves in the area”.

31. Hull Resistance Dashboard “ Confirming that the vessel did sit for approximately 37 days during the period of no performance data. She also recently had a hull/propeller cleaning due to the fouling which occurred during this storage period. The cleaning is incomplete and will be finished when weather improves in the area”.

32. Full hull blast can make major difference in hull/prop condition 20 year old Newbuild

34. Slime, Light Growth = Fuel Loss Ro-Ro

35. This hull cleaning - 5 t/day @ 17 kn 5t/day x 3.17 tons of CO2 = 16 t/CO2 per day saved

36. Hull + Prop Cleaning At 17 knots the savings on fuel was 6 tons per day

37. Coating delamination within 5 months of docking

38. Coating delamination Note below condition of hull, the resistance of this ship increased by 12% over a period of 5 months. This represents approximately 2.5% per month which is higher than a good performing coating system after leaving dock (normal 0.5% - 1.5% per month initially). The steep development of resistance was later confirmed by visual inspections of the hull and the eventual docking of the ship and new coating applied.

39. Coating delamination – FOC caused excess FOC +/- 3 tons / day

40. Comparing husbandry

41. Anonymous Benchmarking 25 tons of fuel per day difference between 7 sister ships (75 t/day CO2)

42. Hull Resistance Dashboard

44. Thank You!