International Paint, alongside marine consulting company BMT ARGOSS, and leading marine software firm NAPA, today called on the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) to work with independent, vessel performance monitoring organisations to develop a standard methodology to determine the energy saving and eco-efficiency impact of clean technologies fitted to new and existing vessels.
The move comes amid contention from key industry figures questioning the measurement and validation of fuel saving and efficiency claims made by technology companies. As fuel prices remain high and likely to increase as new lower sulphur regulations are introduced, ship owners, operators and charterers want to more accurately know the methods they can employ to reduce fuel consumption, and associated costs and emissions.
Until a transparent, and critically – independent – standard methodology is agreed to determine the fuel savings claims of eco-efficient technologies and measures, ship owners, operators and charterers will continue to lack the confidence in the information they need to make significant investment decisions.
Paul Robbins, Marine Marketing Director at International Paint said: “There needs to be more trust between clean technology manufacturers and the shipping community. If they don’t have confidence in the fuel and emissions reduction figures that are claimed, take up will be stifled; the sustainable evolution of the industry will be slow to evolve and customers will spend more on fuel than they need to at a time when budgets are being significantly stretched.
“Hull coatings are the most widely used eco-efficient technology on the market, and we have the opportunity to lead the way – but it shouldn’t be up to paint companies to set the parameters and methodologies by which their products are measured. Fundamentally, we can do this by taking a step back and letting independent, third party expert fuel and emissions monitoring organisations develop a standard model that can be applied to measure reduction levels. Ensuring independence is critical and the most responsible and effective way to generate credibility for clean technology manufacturers and build trust with customers.
“If the shipping industry is to realise the fuel-efficiency potential of the commercial fleet and reduce green-house emissions, a credible measurement - independent of the coatings industry - of hull and propeller performance is required. We believe the optimum system would be based on real-time, automated and high-frequency data collection and monitoring throughout the service life of the vessel allowing transparent and independent access by all stakeholders to hull performance data.”
Han Wensink, Managing Director of BMT ARGOSS commented: “Eco-efficient technologies including hull and propeller coatings have to clearly and transparently demonstrate in-service performance changes to reduce the uncertainty about claims in the market. Tapping into accurate, high-quality and high-frequency fuel consumption and vessel performance data, based from ships’ sensors monitoring engine torque, navigational systems and the speed log, throughout the service life of a vessel could become a fundamental way of improving operational efficiency of the global shipping fleet.”
Matti Salo, Executive Vice President, NAPA for Operations said: “An agreed methodology for measuring and verifying the affect of hull and propeller coatings on vessel performance would be a significant advantage to owners and operators seeking to improve the efficiency of their fleets. This methodology would need to both isolate these factors and take into account weather and other various oceanographic conditions.
Operational management systems, such as those provided by NAPA, already include such hull monitoring to assist with what is described in IMO Ship Energy Efficiency Management Plan legislation as ‘propulsion resistance management’. This sort of data can have huge benefits by enabling the ship owner or operator to act immediately on hull fouling, propeller fouling or any other damage as well as to monitor the affects of efficiency initiatives as is being suggested here.”
Dr. Tristan Smith of the UCL (University College London) Energy Institute said: “The work currently being undertaken by the Low Carbon Shipping consortium suggests there needs to be increased transparency in the data and analysis behind the performance claims of fuel saving technology providers, combined with a level of specificity (for different types and sizes of ships). Another piece of the jigsaw that is also missing is a standardisation of the approach used to measure a performance increase against a baseline - the ultimate requirement for the monetisation of fuel saving."
“A standard approach will need to be inclusive of all sources of performance data including high frequency and high fidelity measurement and long time-period data from sources including noon-reports.”