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HANSA 01-2021

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SCHiFFStECHNiK | SHiP tECHNoloGY A new standard for in-water hull cleaning a global rather than a regional approach: Shipowner organisation Bimco together with a number of partners is working on an industry standard for in-water cleaning with capture of ship hulls In-water cleaning is only allowed in a few locations around the world and there is an increasing tendency for coastal and port states to have rules, which at best allow in-water cleaning under certain circumstances and at worst prohibits it. in 2018, BiMCo therefore initiated the development of a standard that should be acceptable to relevant stakeholders and help improve the quality and safety of in-water cleaning. The working group consists of shipowners, cleaning companies, ports, paint manufacturers and international organizations. The standard shall help ensure that the cleaning process is planned, safe and effective, the environmental impact is controlled, and properties of anti-fouling systems are preserved and that approval of in-water cleaners is internationally accepted. it introduces reference areas, which will serve as datum areas that are used for inspection and to measure the effcacy of the cleaning. Three separate documents outline performance-based requirements for the in-water cleaning of a ship’s hull and niche areas with the capture of removed materials: approval procedure for in-water cleaning companies, industry standard on in-water cleaning with capture and explanatory notes. The cleaning system and the working procedures are tested and approved by an independent approval body in accordance with the approval procedure. after approval, the quality systems of the cleaning company will be subject to internal audits and external audits carried out by the approval body. Ships, paint manufacturers and cleaning companies will use the requirements for planning, conducting, and reporting on the cleaning. For an approved cleaning company to operate in any given location, the port and other relevant authorities must issue a local permission. Approval it has been necessary to divide niche areas into different categories because the same piece of equipment cannot be used to clean all of them: • areas on the vertical side or the bottom of the ship that can be readily cleaned without using special equipment. on such areas, the equipment used is designed to clean large flat areas fast, which includes remotely operated vehicles (roV’s) and divers. • Propellers • Niche areas that for example are built into the hull and/or have bends or corners have to be cleaned with special equipment The approval process involves a test of the equipment and the certificate will specify which category or categories. This procedure contains the minimum requirements and test protocols for demonstrating compliance. Cleaning companies will be tested for three different performance criteria based on their individual performance or manufacturers claims. The verification testing will take place on actual ship surfaces and anti-fouling coating system. Manufacturer’s and cleaning company’s specifications should include as a minimum biofouling type and extent, aFC type(s), categories of areas (hull, niche areas and/or propeller) and visibility and operational limits. Performance criteria for testing are limits to the type and extent of biofouling that the system is able to clean, capture and removal of material produced collected, impact to local water quality and inspections and planning of in-water cleaning. author: Aron Frank Sørensen Bimco The communication flow as drafted by an industry group, working on a new standard for in-water hull cleaning © Bimco 42 HaNSa – international Maritime Journal 01 | 2021

SCHiFFStECHNiK | SHiP tECHNoloGY © Marioth The popular HullPIC conference was held in the suitably spaced Catholic academy in Hamburg Mission completed, moving forward all models are wrong, but some are still useful. The HullPiC 2020 – the Hull & Propeller Performance insights Conference gave fresh cooking recipes, for better performance management and revenues. By Richard Marioth Should one have a conference in 2020? – No, definitely not! Not in Europe, not in spring, summer, autumn or winter and in particular not with a strong international character. What about Covid-19?! Should we then put progress on energy effciency and hull management in particular on hold? – No, definitely not! The challenges of climate change and iMo goals have not gone away! it is a dilemma, but one where solutions can be found. in 2020, the organization of a conference requires »special agents«. For the HullPiC, Volker Bertram played that roll. after two aborted attempts of execution, the popular HullPiC conference was finally held on 26-28 october, in its 5 th edition, at the suitably spaced Catholic academy in Hamburg. Mission completed just in time, as Germany went into lockdown shortly after. The venue attendance in person was lower than usual, with most participants following just digitally, watching the video presentations from around the globe. Those who attended enjoyed a stunning view from the roof terrace over Hamburg. »i was positively surprised that so many came under the current circumstances«, said Martin trane ibsen (Jotun) who partnered in the organization. and discussion among the various stakeholders was as active as in previous years, both after presented papers and during the moderated forums. The Catholic academy, with its 1970s look, is described on its website as a place where people can openly discuss future questions of the society. This mission was accomplished during HullPiC 2020. Questions like: Which performance analysis method can you trust? are noon reports enough or can only high-frequency data solve the problems? Should we rely on machine learning or digital twins (based on CFd simulations) instead? HullPiC put the limelight on these questions, possibly »yet again«, as some of the topics seem to be timeless. Hull & propeller performance analysis is a colorful and powerful world. Colorful as one sees a lot of diagrams and fancy CFd pictures to make the human eyes realize what data means. Powerful, because the financial impact of hull & propeller performance on ship operation and the greenhouse gas emissions is huge. The recipe to master hull & propeller performance management has several ingredients. The cosmos of performance management starts with data and data remains at its core. Historically, »data« meant noon reports in shipping. one observation per day is better than nothing, but it is woefully little to develop speed - consumption relations, in particular without proper validation processes. Najmeh Montazeri (VP Solutions) showed that confidence intervals and the data reliability can be improved significantly by using autologged and weather hindcast data. Still: »taking care by continuous sensor validation and data maintenance is required in order to obtain reliable data for performance analysis«, was pointed out by Klas reimer (Hoppe Marine). The classic division between rather expensive high-frequency automatic data logging and cheap, inaccurate noon reporting may be overcome by hybrid approaches, where both camps and technologies come together. Such methods use noon reports and external data from multiple sources (e.g. aiS, ECdiS), employing machine learning to fast digital twins HaNSa – international Maritime Journal 01 | 2021 43

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