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Paints & coatings Jotun offers guarantee S Fuel savings Premium paint pays off


unard recently disclosed that its flagship Queen Mary 2 had notched up efficiency savings of more than 10% since her hull coating was upgraded to Intersleek 900 in November 2008. Chief Engineer Ronnie Kier recently confirmed gas oil savings of 36 tonnes a day, equivalent to around $30,000 at today’s prices, because an 8MW gas turbine was no longer necessary to sustain vessel speed. ‘What is more important to us is that those initial efficiency improvements have been maintained over the 20 months since application,’ he commented. Meanwhile, despite its higher price, International Paint’s premium


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iofouling on ships’ hulls was due to be considered once again at the IMO’s MEPC 62 meeting in July. A working group presented its findings on the transfer of invasive species to the Sub-Committee on Bulk Liquids and Gases in February, and an official IMO guidance document was likely to be drafted after the July meeting. According to experts, this is likely to mean ship operators will have to keep a biofouling record book on board their ships, detailing the coatings in use, their maintenance record and the ship’s trading pattern Of particular interest to the working group have been the areas of ships’ hulls, which often receive scant or no attention during


B UASC chooses Hempel N


ine new containerships are sailing directly from Samsung to drydock to have Hempasil X3 applied to their hulls. The multimillion dollar contract includes one Nexus X-seal tie coat, the Hampasil X3 antifouling system, the Sea Trend fuel consumption data


monitoring software, developed by Denmark’s Force Technology, and the Hempasil Helix propeller coating. According to Hempel, the vessels typically burn $90,000 of bunker fuel per day, but the coatings system can save at least


2% of fuel burn, giving a payback period of much less than five years. The first vessel, the Umm Salal, drydocked in Shanghai in April and yards in the Asia Pacific region will be invited to tender for the other eight as the vessels are delivered.


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antifouling came out on top in an eco- efficiency analysis carried out by the Sustainable Development Department of parent Akzo Nobel, in Gothenburg. The analysis compared a conventional self-polishing copolymer, a silicone- based foul release coating and Intersleek 900.


A wide range of aspects were gauged, including through-life paint, application and docking costs, fuel costs, environmental burden, global warming potential in the form of CO2 creation and other variables including waste disposal and VOC content. Intersleek 900 proved more eco- efficient through fuel and emissions savings, improved longevity and reduced through-life volumes.


MEPC considers biofouling


drydockings. These include sea chests, valves and thrusters spaces which are often grated, and difficult to inspect and maintain. They therefore offer a comfortable long-term residence for certain harmful organisms. Whilst the document is intended as guidance only at this stage, those in the know warn that the IMO will be watching the level of take-up closely. If it is deemed insufficient, amendments to existing conventions could be introduced to make compliance mandatory. Meanwhile, Australia, New Zealand and California are amongst those introducing their own regulations on biofouling for ships entering their waters.


andefjord-based Jotun has launched what it says is a


‘quantifiable method for guaranteeing fuel savings,’ in conjunction with its new hull coating, SeaQuantum X200. If a speed loss of more than 1.5% during normal operations over a five- year period is noted, Jotun is undertaking to refund 60% of the cost of the coating. The company’s Hull Performance Solutions (HPS) will use shipboard data on power and speed through the water to monitor coating performance.


Jotun guarantee


According to Bjørn Wallentin, HPS global sales director, the difference between HPS and claims from other paint companies is that Jotun will analyse and guarantee based on hull performance over the full drydocking interval up to five years. ‘A common misunderstanding is to compare and guarantee on performance just before and just after a drydocking,’ Wallentin comments. ‘This is what we call a ‘time zero’ perspective that really only shows the effect of the surface pre-treatment while in dock and has no relevance to the long- term performance of the antifouling.’ SeaQuantum X200 is the latest in the company’s range of hydrolising silyl-copolymer antifoulings and, the company claims, it is the only product available based on the new silyl methacrylate polymer. It will offer better antifouling performance, the company says, with a surface that is 25% smoother than earlier silyl acrylate-based products.


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