Group. Managing Hull fouling by a shipowner. ELODIE LETRAY Efficiency & Technology DEPARTMENT

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1 Group Managing Hull fouling by a shipowner International Symposium «Corrosion and fouling, two natural curses for a ship s hull» - Antwerp Maritime Academy Efficiency & Technology DEPARTMENT

2 CMA CGM : a Global Market Leader in Capacity and Market Shares Capacity Market share Rank 1 APM - Maersk ,7% 2 MSC ,6% 3 CMA CGM GROUP ,4% 4 COSCO ,5 % 5 Evergreen Line 994 4,8 % 6 Hapag-Lloyd 962 4,6% 7 Hamburg Sud 602 2,9% 8 Yang Ming Marine Transport 575 2,8% 9 OOCL 575 2,8% 10 UASC 538 2,6 % MOL NYK LINE HYUNDAU MM PIL K LINE ,4% 2,5% 2,2% 1,8 % 1,7% 15,6 MEVP Source: Alphaliner, CMA CGM analysis As of 11/30/16 2 4/9/2017

3 CMA CGM Group key figures Over 200 Shipping lines 29,000 Employees Worldwide* 2,4 Million TEUs of fleet capacity * Over 420 Ports of Call 18 Millions teus in 2015** 32 Terminals in operation Over 600 Owned agencies worldwide* 536 Vessels* 21 Billion USD of revenue in 2015** *As of June 2016 * *Combined proforma CMA CGM/NOL 2015 * As of 30/03/2015 ** As of 31/12/2014 3

4 CMA CGM : a Global and Balanced Network of 200 Shipping Lines All seas, all seasons! 4

5 CMA CGM Environmental Policy Between 2005 and 2015, CMA CGM Carbon efficiency has been improved by 50 % per km-teu Between 2015 and 2025, CMA CGM targets an additional 30 % CO2 per teu transported In 2015, CO2 efficiency has been improved by 14 % for our owned fleet, 4 % global fleet New Target CO2 datas are reviewed and verified by KPMG according to the Clean Cargo Group methodology % Achieved - 50 % per teu per teu-km,

6 Main Drivers for reducing CO2 emissions Regulations Customers Ethics Business EEDI/SEEMP CO2 Reporting EU in 2018 Heavy agenda up to 2020 Strategic investments : LNG, scrubbers, Environment as an Added-Value and differentiation factor Customers need Information for internal reporting, for their own customers Search for optimization of logistics Environmental at the heart of the Group s strategy Various voluntary initiatives Family-owned business Energy savings Future environmental taxes (CO2 quotas)? Business opportunities for «green» commercial projects 6

7 CO2 reduction initiatives Modern Fleet with the Latest Eco-technologies Optimized bows: 5 to 10% additional fuel savings Coatings and Silicon paints without TBT LNG large containerships : Cleaner vessels for the future 7

8 Fouling & CO2 Hull Resistance Components of Hull resistance: At 17 knots 12% 6% At 25 knots 8% Viscous pressure Wave making Roughness Friction 70% 12% 46% 8% 38% HSVA : Resistance components for a TEUS container ship based on model test. A large portion of the total resistance comes from frictional resistance, which is highly influenced by hull surface condition. 8

9 Fouling Fouling & CO2 Fouling Microfouling Slime Macrofouling 9

10 Additional Power demand (%) Fouling & CO2 Ship Hull fouling/ roughness consequences 80% 70% Additional power demand for different fouling conditions vs initial hull roughness of 150 µm 60% 50% 40% 30% 20% 10% 0% Speed (Kts) 300µm 600µm 1000µm 3000µm 10000µm Courtesy of HSVA & Danaos. Study on the CC Samson at design draft condition 10

11 Fouling & CO2 Case study: Ship Hull Fouling 30 days (from 04th December, 2012 to 05th January, 2013) in Lay up Underwater Propeller polishing (31st March 2013) macrofouling 11

12 Engine Load (%) Fouling & CO2 result in power penalties 60 Main engine power MOZART Influence du Lay_up Hull & Prop polishing 27/03/2012 DD After Lay up Macht (Hull & Prop polishing 27/03/2012 DD) Macht (After Lay up) Increased power: 12% % RPM 12

13 Increasing roughness Fouling & CO2 Propeller Roughness Rubert propeller replica gauges A C B D E F Similar to the Hull surface, propellers suffers degradation in performance due to surface roughness 13

14 Fouling & CO2 Effect of Roughness on the propeller Source: DNV. GL When the loss in ship performance is associated with the condition of the ship hull, the effect of the propeller surface condition is often overlooked. The effect of the propeller surface condition is also important as the hull condition. Reducing friction and keeping propeller blades clean also helps to reduce energy consumption during ship operation. 14

15 Draft CMAShips Policies Newbuilding Dry Dock maintenance - Every ship are docked every 5 years; - Minimum protection will be applied as follow: High Pressure washing + spot blasting + refreshment of Antifouling; - Application of Ultra low friction Antifouling are tested ( Started in 2016) - Decision to full blast after 10 years of operation (started in 2016) - Example: Saving after Dry Dock for a 11000TEUS contenair vessel (7 years old). The retrofits performed was : Bubous bow retrofit, propeller retrofit, Full hull blasting, application of ultra low friction Antifouling. Power Real gain Speed % -25% -13% -1% 12-46% -34% -23% -11% 13-34% -25% -17% -10% 14-19% -24% -27% -31% 15

16 CMAShips Policies No more Extended Dry dock Period - 7,5 years program started in First vessels in this program are due for 7,5 years docking. - Findings during dockings for 7,5years: - Antifouling Missing - Vessels sailing on sealer coats. Anti fouling after 7,5 years operation Impact on Fuel Consumption : More 220k$ between 5 to 7,5 years. 16

17 CMAShips Policies Underwater Maintenance xisting policy: curative. Propeller polishing every 12 months New building or previous dry dock 1 year 2 years 3 years 4 years 5 years Next dry dock First hull inspection and potential hull cleaning after 3 years. Second hull cleaning one year after. New policy: preventive. Additional net saving vs curative: 5,8 million USD Propeller polishing + hull inspection every 8 to 10 months New building or previous dry dock 1 year 2 years 3 years 4 years 5 years Next dry dock Hull cleaning decided upon hull inspection results. Hull cleaned as soon as slim appears. Average of 3 cleaning between 2 dry dock. 17

18 Constraints AF selection Selecting an appropriate antifouling coating depends on : - Idle Time; - vessel speed; - Area of operation; - Vessel Utilization; - Dry Docking interval. 18

19 Constraints Lay-up a vessel Lay up a vessel is always a financial decision. Of course the deactivated vessel will be reactivated after a certain period of time (depending on the market activity); In recent years it has become a more frequent occurrence. Antifouling condition after one year period of lay up. Remove barnacles 19

20 Constraints Frequent change of Line ( change of the trade pattern) Case of CMA CGM Lyra (11400TEUS Vessel Class) Delivery : May 20, 2011 Coating: 5 years Inspection : March 23, 2015 ( age : 4 years) Asia Europe Asia MED Transpacific 20

21 % time Constraints Operational profiles 8500TEUS 25 CC Norma - Operational profiles Vessel Speed (knots) 21

22 Constraints Hull coating application Dry Dock is done in China. Vessels are docked according to line schedule; Curing time of paint dependent on weather, humidity ; Dry docking period have to be as short as possible; Difficulties with shipyard to apply Silicone paint silicone paint Application technique requires skilled workers 22

23 Constraints In water cleaning : Operational Constraints Cleaning dislodges marine growths. Hull cleaning is generally allowed on anchorages. Subjected to sea conditions. The vessel shall be off-hire from the commencement of such loss of time until she is again ready and in an efficient state to resume her service. A few ports will allow it in the terminals, but normally with restrictions. There are: - Singapore: if it s with ROV, no divers and a collection device/filter; - Busan: not really allowed, but they don t stop it when cleaning is happening; - China: allowed but with restriction such as only daytime operations at some ports; - Europe ( Rotterdam): In some ports allowed, but strict with collection of fouling; - UAE ports (Jebel Ali, Sharjah etc ): Conventional cleaning is prohibited. Dependent on draft of vessel as cleaning can only be done below waterline. Difficulty to clean above waterline. Tricky to plan for ports that allows cleaning and vessel to have sufficient displacement (draft). 23

24 Constraints In water cleaning : quality of the services 24

25 Constraints In water cleaning : technical constraints Damage the coating. How much? - Dependent on cleaning methodology/technology - Brushcart is dependent on: - Divers competency. Pressure applied when cleaning - Water current. Difficulty to maintain equal pressure when cleaning along the hull Discharge of biocides out in to the water. How much? - When fouling develops, does this affect the biocide in the immediate region of the paint? Is the biocide blocked from leaching by the layer of fouling? Roughen the hull. How much? ( referring to after cleaning) - Depends on type of biofouling - Microfouling minor damage on paint. - Macrofouling leaves barnacle base. Permanant roughness 25

26 Conclusion We need to have a perfect understanding of the performance of existing antifouling : To choose the best Antifouling for each ship; To be able to adjust Hull maintenance schedule; To know the lifespan of AF considering real conditions; To find a solution and countermeasures regarding hull fouling during lay up period. We need further evaluation and collaboration between the developer of the cleaning technology and paint manufacturers at an early stage of technology development. We need to extend in more ports Hull cleaning by ROV. 26

27 Trust our solutions and our passion

28 CO2 reduction initiatives 28

29 Market-based driver: Economical aspect Fuel cost 2020? Slow steaming Numerous actions implemented 29

30 Policy-based driver: Sox restrictions Emissions Solutions: 1- Fuel oil with a sulfur content of 0.5%. 2- Fuel oil with a sulfur content of 3.5% for ships equipped with exhaust gas cleaning system, or scrubbers, which reduce the polluting emissions before they are released into the atmosphere. 3- LNG, which offers numerous advantages from an environmental standpoint, including the reduction of CO2 emissions, drastic decrease of nitrogene oxides (Nox) and particulate matters. 30