3927 Propeller Sept 08 with DVD:Layout 1

| issue 21
propeller
Oct 08
this issue
Dry bulk boom
Stormy waters ahead
Newbuilding
Full steam ahead in Asia
Regulatory
VOC rules tighten
PSPC
Unnecessary duplication causes delays
Foreword
Welcome to the latest issue of Propeller. As
head of International Paint’s Asian operations
based in Shanghai, it is my pleasure in this
issue to outline some of the challenges, and
the opportunities, presented to us in this part
of the world.
This is a particularly exciting time: a period of dramatic shipbuilding expansion across our
whole region.
Such rapid growth in shipyard capacity naturally raises issues. There are concerns over
health and safety; there are correct procedures to be implemented and there is a growing
challenge in terms of regulatory compliance. What is clear is that commissioning the
hardware is the easy part. Appropriate software systems and experienced human
resources are far more complicated issues and, as in other sectors of international
shipping, the shortage of well-trained personnel is a constant concern.
International Paint has a clear strategy of working in close partnership both with its ship
owner and shipbuilder clients. We are here to help you address some of the issues.
Together, we can make a real difference.
In the following pages, I hope it will become clear that we are tackling today’s challenges
fairly and squarely. Environmental issues are right at the top of our agenda. VOC emissions,
for example, are a key focus and we are helping others in the implementation of IMO’s
PSPC regulations. Meanwhile our latest hull coatings are doing their bit for reduced
shipboard emissions.
To find out how we can support and provide solutions to your current issues, please
contact us. Our partnering strategy is a core element of our business philosophy.
Colin Tan
Director and General Manager
India South East Asia and China
(ISEAC)
Contents
04
06
08
10
14
16
18
Dry bulk boom - stormy waters ahead?
20
Business update
issue
21
Full steam ahead in Asia
Tankers to bulkers - a quick fix
Regulatory update
PSPC - unnecessary duplication causes delays
Vela VLCCs in Intersleek® vanguard
Highest volume solids SPC coating leads
to best of both worlds!
Contact
Editorial enquiries:
Cathy Stephenson
[email protected]
Press enquiries:
Jim Brown
[email protected]
International Paint Limited, Stoneygate Lane, Felling, Gateshead NE10 0JY.
Tel: +44 (0)191 469 6111 Fax: +44 (0)191 495 2003
www.international-marine.com
Legal
Unless otherwise agreed in writing, all products supplied and technical advice or recommendations
given are subject to the Conditions of Sale of our supplying company. Any warranties, if given, are
contained in those standard Conditions of Sale and are the only ones made with respect to any
products we sell to you or advice or recommendations we give to you.
and International® and all products mentioned in this publication are trademarks of, or are
licensed to, AkzoNobel. © AkzoNobel, 2008
Cover image
Trustee, Cosco Shipyard. Courtesy of Dockwise
propeller issue 21 | oct 08
03
Dry bulk boom – stormy
Shipping analysts have been caught out recently more
times than they care to remember. Probably for the first
time ever, all of shipping’s main markets have peaked
simultaneously, but nobody predicted the boom or the
industry’s record earnings in recent times.
However it is the dry bulk market that has
confounded market watchers the most. The
staggering scale of demand for major bulk
commodities such as iron ore and coal has
propelled bulk carrier rates to unimaginable
levels and has fuelled
a contracting boom
that has exceeded all
expectations.
cannot be stopped in the short run. True, they
say, China’s GDP growth may be easing by a
couple of percentage points this year, but it is
still growing in double digits and looks set to
continue doing so.
Of course, dry bulk shipping
depends not only on iron ore
and coal and not only on the
surging economies of China,
India and other industrial hot
spots in Asia. All dry bulk
commodities have been in heavy
demand worldwide over the
last few years as the global economy has
enjoyed an unprecedented period of steady
growth and maritime trade has boomed.
the order book
is now truly
astonishing...
Where does this market
go from here? Unlike the
container business, which
relies primarily on buoyant
consumer markets in Europe and the USA
to keep ships full on Asian export trades and
appears to be losing its lustre, the dry bulk
market depends largely on imports to Asia,
with iron ore from Brazil and Australia into
China two of the most important long-haul
dry bulk trades.
There are those who believe that the close of
the Olympic Games also signalled the start of
a slowdown in Chinese economic growth and
possibly the end of its seemingly insatiable and
constantly growing appetite for iron ore. Others,
however, point out that the Chinese
economy is now so large, and
has been growing at such
speed, that its
momentum
Rates have been truly phenomenal. According
to London-based shipbroker Clarkson, the
average timecharter rate for a Capesize bulk
carrier in mid August was around $135,000
a day, significantly down from peak levels of
more than $200,000 earlier in the year but still
hugely profitable for Capesize owners. As the
Olympics were being played, rates for Capesize
started climbing once again, with some brokers
predicting another bull run. Panamax bulker
rates were still buoyant too; also down from
peak levels but still averaging more than
$40,000 a day for 1980s-built ships and over
$45,000 a day for ten-year-old vessels.
No wonder then that bulk carrier owners have
practically fallen over each other in a stampede
to order new ships. The world’s
shipyards already had an order
backlog and many of the
new bulk carriers
will not
04
propeller issue 21 | oct 08
waters ahead?
... the credit crunch could well mean that
some ships on order won’t actually be built
deliver for at least two years or more. A lot can
happen to shipping markets in that time, some
brokers are warning.
Some owners, frustrated by this delay, have
opted for a short cut. They have chosen to
convert existing tonnage, VLCCs and Suezmax
tankers for example, into bulk carriers, a
process that saves time and may enable
them to profit from the next stage of the
bulker boom.
However, it would take a brave analyst to
predict how long the dry bulk market will
maintain its recent buoyancy. The order book
is now truly astonishing and there is a very
large question mark over whether the market
will be sufficiently resilient to absorb this volume
of new tonnage. There are
darkening clouds
on the horizon.
Others suggest that the credit crunch could
well mean that some ships on order won’t
actually be built. Either the shipyards where
they have been ordered, some of which don’t
yet exist, won’t be able to offer appropriate
refund guarantees; or owners will not be able
to arrange construction finance.
However, in the Capesize sector, the ships that
have been ordered have been contracted by
leading names at some of the world’s largest
shipyards. Owners include most of the
Japanese and Chinese majors, Norway’s BW
Group, Rio Tinto and ThyssenKrupp AG.
Builders include Universal, Mitsui, Hyundai
Heavy, STX, Bohai and Dalian. It is hard to
imagine, therefore, that Capesize contracts will
not be honoured.
The order book is
larger than it has ever
been in the smaller
sizes too. There are
more than 670
Panamax bulkers
(60-100,000 dwt) on
order, for example, representing almost 50%
of the existing fleet; there are 900 handymax
vessels (40-60,000 dwt), almost 63%; and
there are more than 800 handysize ships (1040,000 dwt) representing a third of the existing
fleet in this category.
...there are plenty
of old Capesize vessels
that should be scrapped
There are for example
more than 770 Capesize
bulk carriers on order
totalling almost 145m dwt
and representing capacity greater than the
whole of the existing Capesize fleet today. Of
these ships, 80 are Very Large Ore Carriers,
some in excess of 400,000 dwt. These ships
are only suited to long-haul trades, notably the
route from Brazil to China. Although that is
perhaps the world’s most important bulk trade
lane, there are only so many ships needed to
run it. There are few other trades where these
ships can be effectively deployed.
Analysts point out that there are plenty of old
Capesize vessels that should be scrapped over
the next three years or so. Owners of older
tonnage, which is probably debt-free, are
unlikely to scrap their ships if rates hold up.
Even if they do take advantage of record ship
demolition prices, in excess of $700 per light
displacement tonne in August, statistics indicate
that this category of the fleet will still grow by a
massive 80% over the next three years.
Second-tier owners and smaller shipyards
feature in the smaller size range and analysts
believe it is quite likely that some of these
contracts will not eventually be fulfilled.
Nevertheless the numbers of ships and their
carrying capacity present the industry with a
massive challenge.
There are other concerns too. The world’s
largest iron ore miner, for example, Brazil’s Vale
(previously called Companhia Vale do Rio Doce)
recently announced plans for a series of 12
Very Large Ore Carriers (VLOC) of 400,000
dwt, thought to be costing more than $140m
each, to be built by Bohai Shipbuilding in
China. The company already has long-term
VLOC charters with BW Group and
Japan’s NYK.
But relying on the spot market for marginal
requirements has proved very expensive. At
times in recent months, the cost of shipping
a tonne of iron ore on spot-chartered tonnage
has exceeded $100. Announcing its move to
control more of its own shipping capacity, Vale
blamed the cost of freight and the volatility of
the market, and said the move would help to
ensure a more stable delivered cost of its
raw material.
Vale is not alone. Other large commodity
concerns including BHP Billiton, Rio Tinto and
ThyssenKrupp are actively seeking to control
more of the shipping capacity they need for
their day-to-day business. The more control
they take, the less demand there will be for
independently owned bulk carrier tonnage.
Meanwhile there is talk in the market that the
Chinese are also disillusioned with the cost of
bulk shipping capacity. After all, it is their steel
mills that are paying for the imported iron ore.
Although not officially confirmed, it is rumoured
that the Chinese authorities are aiming for a
target of carrying 75% of all their raw material
requirements in nationally controlled vessels.
If this proves correct and they are successful
in this aim, there are dramatic implications for
the dry bulk market.
Few are suggesting that the bulk carrier market
will collapse; Chinese and Indian demand for
major bulk materials will continue to underpin it.
A period of greater volatility is probable as the
market struggles to absorb the massive volume
of new ships. Expect some stormy waters
ahead!
propeller issue 21 | oct 08
05
Full steam ahead in Asia
The Chinese Government’s stated aim of
becoming the world’s number one shipbuilder
by 2020 is well known, writes Colin Tan,
Director and General Manager of International
Paint, India, South East Asia and China
(ISEAC). Whether it meets that objective ahead
of time remains to be seen, but in any event,
Asia will continue to build most of the world’s
merchant vessels for the foreseeable future.
According to statistics from Clarkson, South
Korea, China and Japan between them
account for almost 84% of tonnage on order
as measured in compensated gross tons
(CGT). If you add in other shipbuilders in the
region, 89% of the orderbook is under
construction in Asia. The order book is larger
than it has ever been, having passed the
10,000-ship mark for the first time in July.
As of the beginning of September, there are
now 10,335 ships on order, totalling 598.8
million dwt.
At the top of the rankings are the leading
South Korean builders which, between them,
hold the first six places. But Dalian is number
seven and is followed by six other Chinese
yards, before South Korea’s SLS Shipbuilding
and Japan’s Oshima Shipbuilding.
... 89% of the
orderbook is under
construction in Asia
However, the scope of Chinese expansion is
substantial. Clarkson believes there are 272
shipbuilding facilities there, compared with
South Korea’s 68. A recent study by analysts
at HSBC predicts that world shipbuilding
capacity will grow by between 50% and 90%
by 2010. Most of it will be in Asia, and much
of it in China.
Vessels have already been ordered at
shipbuilding facilities that are still on the
drawing board. Whether the capital will
become available and whether those new
yards will be able to offer appropriate refund
guarantees remains to be seen. However, as
a leading marine coatings company, we must
be prepared for all eventualities. We must be
in a position to supply and service all of our
06
propeller issue 21 | oct 08
potential customers – shipyards, shipowners,
managers and operators.
Massive investment is pouring into the
expansion of existing facilities and the
development of new ones. A whole new
generation of smaller secondary building
facilities in China is seeking to follow in
the steps of the industry leaders whose
standards have improved markedly over
the last five years.
Secondary yards, however, are still some way
behind so far as build quality is concerned
although standards are improving all the time.
The Government, meanwhile, is taking a
tougher stance on environmental issues such
as emissions (see page 10) and health and
safety. A range of facilities accustomed to
building small vessels effectively on the beach
have been closed down.
The Government,
meanwhile, is taking a
tougher stance on
environmental issues...
aboard all ships, however developments in
coatings technology can certainly extend
drydocking intervals beyond five years.
Shipping’s authorities are already considering
seven-year docking intervals as an
intermediate step towards ten-year cycles,
and certainly there is no reason why coatings
should constitute a constraint in this respect.
The challenge for those of us involved in this
unprecedented expansion programme is to
develop not only the facilities themselves, the
shipbuilding infrastructure, but also in parallel
to ensure that when these new yards open for
business, they have appropriate systems and
procedures, and most importantly of all, a
well-trained and experienced labour force.
It is this “software” that will provide the key to
building good ships in the years ahead and is
a major challenge throughout Asia as the
global supply of shipbuilding labour is
stretched further. It is here that we are helping
both our shipbuilding clients and our
shipowning customers.
We are investing substantial sums in recruiting
experienced Technical Service personnel; in
training our existing staff; and in expanding
our network throughout the Asian region.
We now have some 350 full-time Technical
Representatives in China alone – many are
highly trained NACE and FROSIO certificated
employees but, of course, others are relatively
new to the business and we focus significant
resources on continuous training and career
development programmes.
I don’t believe that any other coatings
manufacturer has invested as much as we
have in developing this crucial resource. Our
technical staff are a vital component of our
business model.
Modern shipbuilding techniques may not
necessarily improve build quality, of course
there are regular maintenance requirements
All the talk may be about China today but
shipbuilding gravitates with increasing speed
to regions with low labour costs. Look back
over time: the UK lost its lead when Japanese
shipbuilders offered greater efficiency and
higher productivity. South Korean yards
gained the whip hand when their workforce
was substantially cheaper.
China will remain a shipbuilding force for many
years to come but new shipbuilding ventures
elsewhere in Asia are already developing fast,
for example in Vietnam, India and the
Philippines.
Working in some of these areas, I freely admit,
is sometimes fraught with difficulties. We have
strict guidelines on the way in which our
business is conducted. These are set out in
our Corporate Social Responsibility (CSR)
policy and we must always adhere to
them strictly. But our CSR principles
also lay out the basis on which we
co-operate closely with business
partners. In Asia, that is exactly
what is needed.
Our current plans:
• Recently relocated our Worldwide Marine
Newbuilding Business Development team to
Shanghai to be close to both established and
emerging shipbuilding markets;
• Continuing to develop and expand our
human resources throughout Asia, particularly
in a technical service context;
• Monitoring new yard developments in
China and working closely with these facilities
to assist in effective coatings management
and regulatory compliance;
• Expanding our operations in Vietnam.
AkzoNobel’s acquisition of ICI enables us to
develop a new manufacturing site. We already
have a business co-operation contract with
Dong Nae but additional manufacturing space
would be a help. Our business in Vietnam has
expanded by more than 50% over the last five
years and the country holds significant
potential in the future;
• Focusing on offshore business in India.
Many international drilling companies have
been drawn to the potential of the country’s
Bombay High offshore field which supplies the
lion’s share of domestic production. Run by
the Oil and Natural Gas Corporation (ONGC),
Bombay High is some 160 kms off the coast,
near Mumbai. The ICI acquisition means we
have new factories in Mumbai and Calcutta;
Although Indian marine business is still
relatively small, resources have been
restructured to focus on newbuilding and the
training of personnel by central experts has
been a key element to strengthening our
business in India. Our latest coatings offer
significant fuel-saving and anticorrosion
benefits for offshore craft servicing the rigs,
both in a newbuild and repair context;
• Watching developments in the Philippines
where our distribution is currently handled
through an agency agreement and large
projects managed from
South Korea or Japan.
propeller issue 21 | oct 08
07
... some owners are
being attracted by a
quick scrap sale at
record prices,
yielding as much as
$20m or more
08
propeller issue 21 | oct 08
Tankers to bulkers a quick fix
“Nobody is quite sure of the numbers but
the sizzling Capesize market has proved
the catalyst for a range of conversion
projects, often involving single-skin tankers
which would otherwise have to be phased
out between now and 2010” says Rob Taylor,
International Paint’s Bulkers Market Manager.
There are three principal reasons for the
uncertainty. Firstly suitable shipyard slots are
hard to find. Secondly conversion finance is
proving more difficult to pin down as a result of
the credit crunch and thirdly some owners are
being attracted by a quick scrap sale at record
prices, yielding as much as $20m or more.
However, a conversion sale is typically worth
twice that and from the statistics that are
available, it appears that more than 50 singleskin VLCCs have now been sold for bulker
conversion projects. About 20 conversions
had already been completed by the middle
of this year but plenty more VLCCs will be
re-commissioned with a new identity in the
months ahead.
Such projects present a significant challenge
from a coatings perspective but International
Paint has already been involved in several such
deals and has been signed up to supply
coatings for three more deals in the future. In
2002, the company supplied coatings for the
converted Doroussa, owned by Dileton
Maritime SA, in a project completed at Nantong
Cosco KHI Shipyard in China. The Tamara and
Corcovado owned by Cardiff Marine Inc., were
converted in 2003/2004 at Chengxi Shipyard in
China and last year, the Astro Lyra, owned by
Angelicoussis Kristen Navigation, was
converted at Shan Hai Guan Shipyard also
in China.
According to International Paint’s Rob Taylor,
who oversees the bulk carrier coatings
business, these projects involve a range of
different coatings and a large volume of paint,
typically 250,000 litres or so. Cleaning the
existing steel after oil is a challenge and,
underneath the sludge, anorobic corrosion may
well need special treatment.
Coatings that are typically used in these
projects include Intershield®803 for cargo
holds; Interbond®808, a surface tolerant highbuild pure epoxy for ballast tank repair and new
steelwork; and Interbond®201 for void spaces.
... a tanker conversion
project can be completed
relatively quickly
What’s the attraction? Well, apart from a typical
sale price of around $40m, a tanker conversion
project can be completed relatively quickly,
enabling an owner to make the most of the
buoyant bulk market. Whereas a contract for
a new Capesize bulk carrier signed last year
would probably not result in a ship delivering
before 2010, a conversion, at a repair yard,
rather than a newbuilding facility, can be
completed in 12 months or so.
propeller issue 21 | oct 08
09
Regulatory update
Global regulatory framework tightens
The impact of human activity on the environment is under closer scrutiny
than ever. The marine transportation sector is no exception.
A raft of new regulations have implications for
ship owners, builders, repairers and suppliers
such as engine builders, navigation equipment
suppliers and coatings companies.
Specifically in relation to coatings, new
regulatory measures are having a significant
impact on the industry’s traditional
procedures. Shipyards face a particularly
taxing time. Not only are they implementing
new systems to comply with the International
Maritime Organization (IMO’s) Performance
Standards for Protective Coatings (PSPC) (see
page 14), but shipyards in certain parts of the
world are also facing new regulations on
... shipyards face a
particularly taxing time
Volatile Organic Compound (VOC) solvent
emissions.
Experts in the coatings regulation field note
that there is a trend for more regulatory
activity in traditionally unregulated regions
outside of the European Union and the US.
Asian nations, in particular, are looking closely
at environmental issues. A new environmental
ministry has been set up in China, for
example, which will have a mandate to
introduce environmental legislation for
ratification by the People’s Congress.
Elsewhere in Asia, there are environmental
initiatives in Hong Kong, Singapore, Japan
and South Korea. Any resulting legislation
will have significant implications for all sectors
of the maritime transportation business.
Watch this space!
Antifouling Convention
enters into force
... a significant
number of nation
states have still not
signed up to the
Convention
17th September 2008 is a crunch date for any ship owners
who still have tin-based coatings on their ships’ hulls.
The IMO’s International Convention on the
Control of Harmful Antifouling Systems on
Ships (2001) comes into force on that day and
although a significant number of nation states
have still not signed up to the Convention,
there are serious implications for owners of
internationally trading vessels.
The new measure applies to all ships under
a signatory’s jurisdiction, either flying its flag
or under effective control from that state. But
significantly, it also applies to all other vessels
entering a port, shipyard or offshore terminal
falling within the jurisdiction of a signed-up
state.
10
propeller issue 21 | oct 08
Many ship operators are already in full
compliance with the rules which require that
any harmful organotin biocides – notably
tributyltin (TBT) – should either have been
blasted or sealed by 1st January 2008.
Individual signatories have been entitled to
extend this date to 17th September 2008 but
not beyond.
Compliance requires ships to carry a valid
International Antifouling System Certificate
issued by an appropriate authority – a flag
state or an appointed classification society.
Any non-compliance will result in delay,
detention, possible fines and possible future
exclusion.
“Good house-keeping” required
as VOC rules tighten
Newbuilding shipyards and repair facilities face a growing challenge
as rules on emissions continue to tighten... and not only in Europe.
Volatile Organic Compounds (VOCs), which
react with other chemicals in the air we breathe
to cause damaging ozone and smog and are
contained in countless coatings, solvents, inks
and aerosols, are climbing the environmental
agenda at a cracking pace. For shipyards
engaged in both new construction and repair
and maintenance, there are very significant
implications.
So far, say experts, rules on VOC emissions
are in their early stages. Regulations are really
only biting in Europe and the US. But there
are moves afoot in leading Asian shipbuilding
nations including China, South Korea and
Japan to introduce new restrictions on VOC
emissions.
Stricter limits across the globe are inevitable,
the experts warn. Even where regulations are
already in place, insiders say tighter rules
should be expected on a steady timeline
between now and 2020.
In the European Union, regulations on VOC
emissions affecting ship painting are embodied
in the Solvents Emissions Directive (SED)
which, for the majority of shipyards producing
more than five tonnes of VOCs per annum,
became effective on 31st October 2007 and is
designed to monitor and limit the overall
emissions from facilities where products
containing VOCs are in constant use. These
include sites such as car plants, printing works
and shipyards.
In Europe, compliance is based on an
averaging approach. High VOC products,
which have low volume solids content, are
offset by others which contain a lower volume
of VOCs and a correspondingly higher volume
of solids.
For European shipbuilders and repairers, the
pressure is on. Since 31st October 2007,
shipyard owners must demonstrate compliance
when requested by authorities, and those who
have not addressed the issue run the risk of
SED non-compliance which could result in fines
or penalties.
David Mather, International Paint’s in-house
VOC expert, explains, “Shipyards need to have
a system in place, running constantly and
perhaps based on a fairly simple
spreadsheet, which monitors the
volume of products used and
the relative VOC content of
each one.”
“If they use products which
contain a high volume of
VOCs,” he says, “they must
find ways of offsetting them,
perhaps by changing their
product mix or even by
recycling wash solvents and
waste paint materials. If they
need advice, we can help them.”
The rules are complicated but work like
this. Individual facilities, boatyards for
example, which emit lower volumes of VOCs
between 5 and 15 tonnes a year must meet a
percentage equating the mass of VOCs to the
mass of VOCs plus solids, of 36% or less.
Shipyards, on the other hand, which are likely
to produce more than 15 tonnes of VOC a
year, must comply with a stricter percentage
level of 27% or less. Member states can
impose stricter limits if they wish but these
percentage levels are representative across
Europe, at least for the moment.
... VOCs may have to
be cut by a further 50%
if 2020 targets are to
be met in time
However Mather warns to expect tighter rules
in the future. The Clean Air for Europe (CAFE)
study, for example, sets out stricter guidelines
and, he says, VOCs may have to be cut by a
further 50% if 2020 targets are to be met in
time.
Meanwhile in Beijing, the Olympic Games have
brought Chinese air quality directly into the
spotlight. So far the Chinese authorities appear
to be keeping their powder dry so far as
shipyards are concerned. But they are definitely
monitoring developments carefully. No specific
regulations are in place yet
for shipyards but experts believe VOC
limits are likely to be introduced sooner rather
than later.
Hong Kong’s proposed VOC regulations are
less flexible than Europe’s averaging strategy.
They are considerably tougher, say experts,
although they are thought to be easier to
police.
The Japanese, meanwhile, are negotiating with
industry over what approach to take to reduce
VOC emissions by the agreed government
target of 30%.
The South Koreans have adopted a “voluntary”
approach. The Ministry of the Environment is
working with nine major shipbuilding groups to
cut 2006 VOC emission levels 30% by 2011.
Just how “voluntary” this arrangement turns out
to be will only become evident in the months
ahead, observers say.
propeller issue 21 | oct 08
11
Draft crude oil tank
standard under discussion
The International Paint and Printing Ink Council (IPPIC) is taking
the lead in crude oil tests required for consultations over a new
performance standard for protective coatings used in the cargo
oil tanks of crude oil tankers.
The new measure, likely to be similar in
structure to PSPC, is up for imminent
discussion at the IMO.
There have been some issues over test
procedures, however, with Intertanko and the
International Chamber of Shipping proposing
that sulphuric acid should be added to crude
oil samples to mimic acidic conditions in
tanks. This however only applies to areas of
corrosion in pits in uncoated tanks, such
conditions not being present in tanks coated
with a good epoxy paint. Coatings
manufacturers were therefore reluctant to
agree to this, pointing out that sulphuric acid
is very aggressive and, in any case, would not
mimic actual conditions as it is not present
in crude oil.
As a compromise, it was agreed that two sets
of tests would be undertaken, and the results
compared in due course.
In tandem, the Japan Paint Manufacturers’
Association (JPMA) is running a similar test
programme in Japan, with input from IPPIC.
We expect to be able to report on the latest
developments more fully in the next issue of
Propeller early next year.
... sulphuric
acid is very
aggressive
They proposed that IPPIC
tests should be carried out
in accordance with normal
procedures.
Ballast water management
gains its own momentum
Ask an anchovy fisherman
in the Black Sea how his
business has fared over the
last 20 years, and you may get
more than you bargained for.
What was once a key part of the
staple diet for people living
around the coast in that
region has become an
expensive delicacy.
The reason? The
invasive comb jelly,
or Mnemiopsis leidyi,
from the US which
eats anchovy eggs and
very young fish. This is only one example.
The transfer of harmful aquatic species in
12
propeller issue 21 | oct 08
ships’ ballast water has devastated the lives
of many across the globe.
It is no new problem – in fact, the IMO has
been discussing the issue for two decades.
Over that time, scientists have deplored the
inertia, just as the problem has multiplied.
In February 2004, the IMO finally adopted the
“International Convention for the Control and
Management of Ships’
Ballast Water and
Sediments”.
However, despite
widespread
acknowledgement
of the threat, more
than four years on,
only 14 nations
representing 3.55% of world
tonnage have signed up to it. To enter into
force, the Convention needs 30 nations
representing 35% of world tonnage to have
signed up and that looks like a distant goal.
... some countries have
become so frustrated
that they are adopting
their own rules
Some countries have become so frustrated
that they are adopting their own rules.
Norway is setting the pace but others are
not far behind, requiring some type of ballast
water management system to be in operation
on board ships calling at their ports. Expect
the pace to quicken – the patience of
maritime nations affected by aquatic aliens
is running out!
All antifouling biocides
under scrutiny
The entry into force in September this year of the
IMO-AFS (International Maritime Organization –
Antifouling Systems) Convention which
includes a global TBT (tributyltin) ban
heralds a new era in which any harmful
biocide can be brought forward to IMO for
restriction on a global basis.
This will bring all biocides, including copper
compounds, the primary biocides used in
modern biocidal antifoulings, into the spotlight.
Copper use in antifoulings is already under
review by the US Environmental Protection
Agency (EPA) and within the European Union
as part of biocidal product legislation. The
Californian State EPA is leading the way in
the US by reviewing the use of copper in
antifoulings for US Military vessels and
pleasure craft paints and has declared that
copper levels in certain high-density marinas
in California are too high. The US
Environmental Protection Agency will re-review
copper as an antifouling biocide, although
the results of this review have been delayed
beyond 2010.
Elsewhere, in China, the State Environmental
Protection Administration has issued a
proposal to ban the use of copper in
antifoulings from 2012. Copper suppliers
and paint suppliers, amongst others, are
discussing this position with the Chinese
authorities. In Europe, an EU-wide review of
copper is being led by the French. The result
of this review is anticipated in late 2010.
... copper levels in
certain high-density
marinas in California
are too high
EU’s “REACH” embraces
coatings manufacturers
The Registration, Evaluation and Authorisation of Chemicals
(REACH) – came into force on 1st June 2007.
The EU regulation aims to improve the
protection of human health and the
environment from the risks associated with
chemicals. Unlike previous regulations to
manage chemicals, it puts the responsibility
for assessing and
managing the risks
posed by chemicals
squarely in the
hands of industry.
through this process an extended time period
for full implementation has been set – up to
2018 for some substances.
The major part of the responsibility for REACH
compliance is with the manufacturer and
importer of each
substance. However
REACH considers the
full life-cycle of the
product so all users of
each chemical also
have responsibilities.
This includes coatings companies like
International Paint which formulate mixtures of
chemicals, such as paint. Shipyards,
applicators and all users of paint will also see
... to improve the
protection of human
health & the environment
Under REACH all
uses of all chemical
substances – including those used in paints –
have to be risk-assessed and shown to be
safe. However with an estimated 30,000
substances across the EU having to go
changes due to REACH as they will receive
improved safety data sheets containing better
information on safe handling of products.
At present REACH is at the stage known as
“pre-registration”. This is the process by
which substances currently in use are
identified to the new European Chemicals
Agency. Pre-registration for most substances
will take place between the 1st June 2008
and 30th November 2008.
International Paint is currently working closely
with its suppliers to ensure that all raw
materials are pre-registered and continue to
be available under REACH. We do not expect
any impact on products which the company
supplies. The company is committed to full
compliance with the requirements of REACH
and the maintenance of a full range of
products for all its customers.
propeller issue 21 | oct 08
13
PSPC - unnecessary duplication
causes delays
A lack of mutual recognition on the part
of classification societies is making the
introduction of the Performance Standard
for Protective Coatings (PSPC) more
onerous for shipyards, owners and
coatings manufacturers.
This is the view of International Paint’s Mike
Hindmarsh, Worldwide Marine Business
Development Manager, who is concerned at
the lack of progress on certain issues.
IMO’s new standard, which already applied to
tankers and bulk carriers built in accordance
with IACS’ Common Structural Rules, now
applies to all ships of 500 gross tons and
above contracted after 1st July 2008, as well
as the double-side skin spaces of bulk carriers
of length 150m and more.
Every coating used in ships’ ballast tanks
must be tested to stringent standards and
subsequently issued with a type approval
certificate, not just from one class society, but
from each one separately. As a result, there is
widespread duplication of effort and
unnecessary pressure on testing facilities all
Ironically, up until a few months ago, a
number of these coatings were in routine use
but now can’t be applied unless they have
been approved. This is inconvenient for
owners and an extra headache for shipyards
and their coatings inventory management.
“This site, here in Felling, is our Head Office”,
says Hindmarsh. “It is audited by Lloyd’s
Register for Quality Assurance, our Houston
facility is assessed by ABS and International
Paint Korea use DNV. There’s no need to get
each site audited by everyone. In addition to
this we also have to get audited by class for
Marine Equipment Directive (MED), TBT-free
antifoulings and shop primer weld approvals.
The lack of mutual recognition with respect to
coating tests is making the whole process far
more complicated and expensive than it
need be”.
an attempt to broker a reasonable
compromise on stripe coats has been thrown
out. This will reduce shipyard productivity and
could well lead to further increases in new
ship prices.
Close co-operation with colleagues from the
European Paint Manufacturers’ Association
(CEPE) had resulted in a form of words
drafted to ensure a good result after the
application of stripe coats without being too
prescriptive on the method used. The
phrasing was a compromise inasmuch as it
gave shipbuilders scope to determine the best
means of stripe coat application – brush or
roller, thus ensuring the best result.
“Welds in a modern shipyard are mostly fully
automatic, smooth and of high quality”,
Hindmarsh points out. “There is no need for
time-consuming and laborious application of
stripe coats by brush”, he says, “when rollers
are equally as effective and much quicker.
Moreover, from an owner’s perspective, using
brushes for stripe coats where automatic
welds are smooth and of high quality is simply
a waste of time which will eventually have to
be paid for. Who will pay? Shipyard
customers, of course!”
A last-minute intervention at the IMO
effectively scotched the compromise on
because class societies won’t accept the
results of each other’s tests.
Hindmarsh says the resulting delays are
causing the use of some products to be held
up which is causing headaches for owners
who have specified particular ballast tank
coatings which do not yet have full type
approval.
... there should be some measures of
co-operation to make everyone’s life a bit simpler
The class societies insist that they must
independently test and certify each coating
product if, at some later date, they could be
held liable for its non-performance. However,
using this logic, every component on every
ship would have to be type-approved by all
societies. That doesn’t happen.
application which meant that brushes and
rollers could be used, subject to the
conditions of the welds. Supported by owner
organisations including Intertanko and the
International Chamber of Shipping, rollers
have been deemed inappropriate as a means
of applying stripe coats.
“In any case”, argues Hindmarsh,“the class
societies have one body – IACS – which could
issue guidelines on this issue. There should be
some measure of co-operation to make
everyone’s life a bit simpler”, he says.
What could have been a flexible approach
based on reasonable compromise and
common sense is now a rigid requirement that
will result in slower stripe coat procedures,
greater labour intensity and little or no benefit.
Not surprisingly, shipbuilding nations are less
than pleased.
More consultation on the new regulations
would have been helpful right from the outset,
Hindmarsh believes. He is disappointed that
14
propeller issue 21 | oct 08
However, on a more positive note, a proposal
on changes to product formulation proposed
to IACS by the International Paint and Printing
Ink Council (IPPIC) appears to have been
favourably received in most quarters. Coatings
manufacturers need some flexibility to allow
small variations in product formulations in
different parts of the world, without having to
carry out separate tests on each variant.
coatings manufacturers
need some flexibility...
There are several reasons why formulations
differ slightly. For example, simple ‘like for like’
raw material substitutions allow the best use
of local suppliers (many raw materials simply
aren’t available in every manufacturing country
around the world) and slight differences in raw
material levels within a formulation allow for
use of different manufacturing equipment
and/or manufacture of different batch sizes.
Intershield®300, the ultimate anticorrosive, meets and
exceeds levels of protection required in the IMO PSPC.
Check out the excellent condition of MV Eleranta’s
water ballast tanks, after 13 years in service....
Small variations may also be present in
formulations to alter drying and application
properties and ensure they are best-suited to
local ambient conditions and shipyard
practices. Similarly there may be a different
mix ratio to suit shipyard application methods.
... manufacturers
strive for continuous
improvement
Having said this, coatings manufacturers strive
for continuous improvement and do
sometimes vary the constituents of existing
paints to improve performance. In such an
instance, classification societies might need
to be informed, even if new tests were still
deemed unnecessary.
The IPPIC proposal sets a framework by
which coatings manufacturers will know
whether they should declare a product
formulation change or not; whether to inform
classification societies; or whether to tell
everyone and undertake new tests for the
re-formulated product.
IMO PSPC Compliant
Intershield®300 from newbuilding, contributing to improved Safety of Life at
Sea and long term protection of your assets.
IMO PSPC Resolution MSC.215(82):
Ballast tank coating systems to have a minimum lifetime of 15 years, in which the
coating must remain in a state of ‘good’ or better as defined in IMO Resolution A744 .
propeller issue 21 | oct 08
15
Vela International
Marine Ltd, a Saudi
Aramco subsidiary,
is one of the world’s
leading tanker
companies.
It has won a series of awards recognising its
proactive approach to safety and environmental
protection and has as its declared aim “to provide
Saudi Aramco and its subsidiaries with safe, reliable
and high quality marine hydrocarbon transportation
services in an entirely environmentally sound,
profitable and cost-effective manner.”
No surprise then, that the company has been one of the first major tanker operators to
adopt latest generation Intersleek® hull coating technology. Altogether four of its Hyundaibuilt 15-knot, 317,000 dwt VLCCs have had Intersleek® coating systems applied to their
hulls so far, in addition to the Odense built 310,862 dwt, 14.6 knot, Alphard Star.
Following the successful results of an Intersleek®700 application to the vertical sides of
the Alphard Star, Vela opted for Intersleek®900 on the vertical sides of the Leo Star, making
her the first VLCC to be coated with the company’s latest product.
Since then, two more Vela VLCCs – the Pisces Star and the Aries Star – have had
Intersleek®900 applied to their vertical sides and, most recently, a fifth vessel, the Capricorn
Star, marks another first for Vela. She is the first VLCC to have Intersleek®700 applied to
her flat bottom and Intersleek®900 to her vertical sides.
Top: John Hall - International Paint Senior Marine
Sales Executive and Mr. David Gilbertson - Vela's
Fleet Technical Manager
Bottom: Bijan Askarpour - International Paint’s
Middle East Marine Manager and Mr. Talal A.
Bakheet - Vela's Marine Operations Department
Manager.
Mr. Shamim A. Syed - Vela's Fleet Operations
Manager, was at the centre of the
feasibility studies.
16
propeller issue 21 | oct 08
Vela VLCCs in
Here, Propeller asked for some background on the company’s
philosophy with respect to hull coatings.
You have so far chosen Intersleek®900 for four of your HHI -class tankers
- the Aries Star, Leo Star, Pisces Star and Capricorn Star. What were the
key drivers for your decision to use this hull coating?
•
What is your need from a fouling control system?
•
How does Intersleek®900 fit with Vela’s environmental policy?
What hull coating was in use
on their hulls previously?
Prior to this, the first docking for these
vessels, a conventional five year
tin-free antifouling system was applied
to their hulls at the building yard.
Vela’s decision to evaluate this product was based on a desire to improve upon our fleet’s flexibility
in meeting our customers’ requirements for the safe and timely delivery of their cargoes in a cost
effective and environmentally sound manner.
What are your findings on fuel
consumption aboard these vessels,
compared with the previous
performance?
The fuel consumption since the application
of Intersleek®970 has been much improved.
How important were the life-time savings associated with Intersleek®900
in your decision making?
At Vela our watchword is safety. This goes beyond just the safety of our individual crew members.
Safety encompasses the whole spectrum of our daily activities and includes safety of the
environment, together with the safety of our customers’ assets and reputations.
In addition to the cost savings enjoyed from the improved hull performance afforded by the
application of such advanced coating systems, it also provides us with an opportunity to make a
significant contribution to the reduction of our carbon footprint and vessels’ emissions in general.
Intersleek vanguard
®
We have noted improvements in our daily fuel consumption that indicate a return on our
investment within the first twelve months of service following the application of Intersleek®970.
This result is in keeping with our expectations.
Do you anticipate using the coating
on the hulls of other large tankers
in your fleet?
While foul release coatings currently represent
a significant step forward in hull coating
systems, we continuously monitor the market
for new and innovative products that will
enhance our daily operations.
How satisfied were you with
the competence and attention of
International Paint personnel during
discussions prior to application and
after-sales service?
International Paint personnel exhibited a high
level of professionalism in all aspects of this
project.
QA
&
Have you found that the hull coating performs as well as indicated during
the negotiating process?
Would you recommend Intersleek®900
to owners whose ships you fixed on
medium- to long-term charter?
Yes, if it has the potential to assist them
in maintaining their charter party obligations
in a cost effective manner.
propeller issue 21 | oct 08
17
Highest volume solids SPC coating
leads to best of both worlds!
“We are very excited about the launch of
our latest pure self-polishing copolymer
(SPC) coatings,” says Clive O’Leary,
International Paint’s Worldwide Marine
Business Development Manager.
“Intersmooth®7465HS SPC, designed for
newbuildings, was launched in July and
Intersmooth®7460HS SPC, designed for
maintenance and repair, will be launched this
month. They are the highest volume
solids SPCs available on the market today,”
O’Leary explains. “Both products have
solids content of 54%, up from the 40%
contained in Intersmooth®460 SPC and
Intersmooth®465 SPC.
Higher solids means less volatile organic
compound (VOC) content, making them far
more attractive to shipyard facilities seeking to
18
propeller issue 21 | oct 08
meet tougher VOC emission regulations
(see page 11). Crucially, however, higher solids
content also means that fewer coats of
antifouling are required.
“Instead of three coats for a five-year scheme,
we need only apply two,” says O’Leary. “This
saves valuable time in dock, an increasingly
important consideration given the pressure on
repair capacity and today’s rapidly expanding
fleet.”
Taking a VLCC as an example, O’Leary
describes the benefits, “An owner will save
one day in dock and will need to buy less
... instead of three
coats for a five-year
scheme we need
only apply two
paint. The shipyard will have 90 fewer cans for
disposal; there will be significantly less
overspray; and there should be a reduction in
VOC emissions of around 5.4 tonnes.”
Advanced Duplex System
O’Leary explains the background. “We are
seeing increasing demand from owners who
require excellent antifouling performance but
who are also focused on keeping the initial
investment down. Typically, they want the
flexibility of a five year drydock cycle but, in
many cases, they actually dock their ships
earlier than this.”
... our Advanced Duplex
System does not use
any antifoulings based
purely on rosin or CDPs
We can now offer them excellent antifouling
performance over the first three years of the
drydock cycle, and good performance
thereafter when owners typically are less
concerned about potential hull fouling. These
owners have lower expectations for the last
two years of the cycle,” says O’Leary, “and
often, the vessel may dock earlier for noncoating related reasons such as engine/shaft
repairs or steel reinstatement, or perhaps
there is simply a change of charterer.”
The company’s leading database, Dataplan,
with records on more than 198,000
drydockings and newbuildings, demonstrates
that, in practice, only some container ships
and large tankers go the full five-year docking
cycle. Most other vessel types dock much
earlier.
So how does the company’s Advanced
Duplex System work? “Well,” says O’Leary,
“now that we have Intersmooth®7465HS SPC
and Intersmooth®7460HS SPC, we are able to
offer a whole new coating scheme based on
two different coating technologies used over
each other in the same vessel area.”
“What is really important is that our Advanced
Duplex System does not use any antifoulings
based purely on rosin or CDPs. This means
we can provide three years of first-rate
performance by using a pure SPC, followed
by two years of good performance from a self
polishing antifouling”
The Advanced Duplex System first exposes
Intersmooth®7460HS SPC (or Intersmooth®
7565HS SPC for newbuildings) as the top
coat of the system, providing excellent
performance for the first three years (Dataplan
rating of 90%). Then the Advanced Duplex
System exposes a base coat of Interswift®655
which gives good antifouling performance
for the remaining two years (Dataplan rating
of 80%).
“As the Advanced Duplex System is also a
high solids package (Intersmooth®7460HS SPC
at 54% volume solids and Interswift®655 at
60% volumes solids), owners and yards still
have the advantage of less time in dock due
to fewer coats,” O’Leary continues. “There are
also lower emissions and less waste – in fact
it’s the best of both worlds!”
What is different from other similar systems
available on the market is the fact that the
Advanced Duplex System gives three years
excellent performance and then two years of
good performance. Other systems reverse this
ratio and drastically increase the risk of fouling
after only two years of the cycle, especially
when they include coatings based purely on
rosin, so-called Controlled Depletion Polymers
(CDP), as the base coat.
Gulf Marine Management (GMM)
agreed to use Intersmooth®7465HS
SPC on the current newbuildings in
DSME as the final coat due to block
stage application already been
complete.
“If CDPs are used as the base coat,” O’Leary
explains, “then the performance after two
years of the cycle will likely be very poor with
a large risk of fouling growth and increased
fuel consumption. This is obviously a major
concern for owners who are facing record
bunker prices today.”
GMM are still considering the benefits
of application reduction that
Intersmooth®7465HS SPC will bring
for future newbuilding projects.
propeller issue 21 | oct 08
19
Update
Charterers take note!
The substantial fuel savings possible with
latest generation hull coatings is catching the
attention of alert charterers. Under timecharter
terms, charterers foot the bill for bunkers and
recently, some pretty long-term deals have
been concluded.
... they can save literally
millions of dollars
“It’s no surprise that charterers are catching
on,” comments International Paint’s Clive
O’Leary, Worldwide Marine Business
Development Manager. “Over the course of a
long-term charter deal, they can save literally
millions of dollars. We have our eye on this
market sector – with bunker prices where they
are today, there is significant potential.”
Singapore’s Neptune Orient Lines is a case in
point. It contributed to the extra investment
needed for Intersleek®700 over a conventional
antifouling on the hulls of container ships
ordered by ER Schiffart a German owner.
Qatargas is another example, insisting that
Japanese LNG operators Mitsui OSK and
NYK also opted for Intersleek®700 on board
their chartered vessels. This has led to all of
Qatargas’ 45 newbuildings being coated with
Intersleek®700 on both chartered and owned
vessels.
International Paint wins coatings contract for
US-built tankers
The first Jones Act tankers to be built to IACS’
Common Structural Rules will have cargo
tanks coated with Interline®994 and water
ballast tanks with Intershield®300V. Owner
AHL Shipping has signed up for three 49,000
dwt IMO II/III chemical tankers for long-term
charter to Shell Trading Company (US). The
ships will be operated in Jones Act coastal
trades.
The wide range of cargoes likely to be carried
meant the choice of a versatile tank coating,
capable of withstanding aggressive cargoes
such as methanol. Interline®994 was the
obvious choice. The company was attracted
to Intershield®300V partly as a result of its
solid in-service record and the fact that its
performance falls directly in line with IMO’s
PSPC regulations, a critical element in IACS’
Common Structural Rules.
Al Nierenberg, Construction Manager for AHL
Shipping has commented “Predictable longservice life of coatings is critical to enable the
economical operation of these highly
sophisticated vessels and to meeting the
time charter requirements”.
Andy Hopkinson, Market Manager, International
Paint commented, “This is a prestigious
contract and we are delighted that Interline®
994 has been selected to ensure maximum
operational flexibility and predictability. AHL’s
philosophy is to own high specification vessels
which is evident from a fully OPA90 compliant
fleet and is committed to being a leader
across its market. The core values within
International Paint make a perfect partnership
ensuring the product and service offers meet
the needs of like-minded corporate and socially
responsible organisations”.
Chinese yards move forward with
International Paint products
Close co-operation between International
Paint Shanghai (IPS) and China Dong Fang
Shipbuilding of Wenzhou has helped the
builder to develop its business from domesticonly construction to the building of high-spec
IMO II type chemical tankers. IPS was able to
work closely with the shipyard’s technical
personnel to implement new procedures and
improve existing ones which allowed the
application of more sophisticated coatings
required by overseas owners.
Surface preparation was one area where
procedures had to be improved. To ensure
20
propeller issue 21 | oct 08
the long and predictable service lives of
which latest generation coatings are capable,
surface preparation and application conditions
must be right.
International Paint General Manager for
ISEAC, Colin Tan, regards this as an ongoing
challenge for coatings manufacturers in Asia.
There is a whole new generation of
shipbuilding facilities, he notes. However
it’s not just a question of hardware, systems,
procedures and experienced labour are all
key elements of a successful shipbuilding
operation.
Mercator comes
back for more
Having applied Intersleek®900 to the vertical
sides of the 105,000 dwt Aframax tanker
Prem Pride towards the end of last year,
Mumbai-based Mercator is back for more.
This time, a second Aframax – the 1998-built
Prem Divya – has had her entire underwater
hull coated with the foul release coating.
... at corresponding
engine speeds, the
vessel was consuming
up to 6% less fuel
According to Mercator General Manager
Mr Amit Agarwal, fuel consumption of the
first vessel had been closely monitored.
... the coating contains no
biocides, reduces emissions and
facilitates faster dockings
“At corresponding engine speeds, the vessel
was consuming up to 6% less fuel, depending
on weather conditions, after the application
of Intersleek®900” Mr Agarwal reports. “We
originally calculated projected savings based
on a bunker price of $450 per tonne. As
bunker prices are now significantly higher,
our payback period gets shorter.
emissions and facilitates faster dockings were
also key selling points.
Mercator Lines is one of India’s fastestgrowing shipping companies. It operates a
diverse fleet comprising tankers, bulk carriers,
dredgers and an oil rig.
However, the Indian shipping company was
not only convinced by fuel savings. With a
strong environmental policy, the fact that the
coating contains no biocides, reduces
propeller issue 21 | oct 08
21
Update
Australasian first!
The application of Intersleek®900 to the TTLine owned fast ropax ship Spirit of Tasmania
II scores a first for International Paint’s
Australasian team. Not only is this the region’s
first full ship application of International Paint’s
premium foul release product, but it is also a
first for the Garden Island Facility in Sydney,
operated by Thales Australia and the paint
and blast contractor Eptec Pty Ltd.
The ABS-classed vessel has a total of 748
berths, with 222 cabins and 146 ocean
recliners, and is deployed on a nightly service
between Melbourne and Devonport, a trip of
about 230 nautical miles. The voyage duration
is typically around ten hours.
... the company is intent on
reducing fuel consumption
and emissions
The project involved one of the largest areas
ever to be fully blasted during a commercial
docking in Australia. A hull area of 5,500m2
aboard the 27-knot vessel, built at Kvaerner
Masa Yards in Turku, Finland in 1998, was
blasted and recoated with Intersleek®900. The
move follows a successful 100m2 trial patch
on the hull of sister vessel Spirit of Tasmania I
in August 2007.
“We had a long period of discussion with TTLine Pty Ltd,” explains Jon Crossen, Marine
Manager Australasia. “The company is intent
on reducing fuel consumption and emissions
from its vessels. Following eight months of
successful results from the trial patch on
board the Spirit of Tasmania I, TT-Line
decided to go ahead with a full hull
22
propeller issue 21 | oct 08
application to coincide with the biannual
docking Spirit of Tasmania II. The project is
the culmination of close co-operation within
our team and we are delighted to have
clinched the deal with TT-Line.”
The ships hull was prepared by a mixture of
hydroblasting and slurryblasting, to remove
entirely the existing biocidal antifouling
system. Then two 125 micron coats of
Intershield®300 were applied, followed by one
100 micron coat of Intersleek®737 and a
finish coat of 150 microns of Intersleek®970.
TT-Line are currently evaluating the vessels
performance following dry docking and
application of this paint system. TT-Lines
Director of Marine Operations, Captain Stuart
Michael has indicated that early data is
looking extremely positive.
International Paint
does its bit!
Intersleek®900 is being supplied free-of-charge
to the 125 dwt “Elding”, a whale-watching
vessel based in Iceland and operated by
Rekyavik-based Elding Tours. The vessel,
flagship of the company’s five-ship fleet,
underwent a major refit which incorporated
installation of a new hydrogen-powered main
engine. April 2008 saw the completion of what
the company describes as her “transformation”.
... pleased to be able
to contribute to this
environmentally
inspired initiative
“We are pleased to be able to contribute to
this environmentally inspired initiative,” says
Trevor Solomon, International Paint’s
Antifouling and Foul Release Business
Manager. “Maintaining a smooth, efficient
and clean hull is clearly a key priority for a
vessel engaged in this type of activity.”
The Elding, designed for operation in the
often-treacherous northern seas, was
originally built in Iceland as a rescue ship.
She is both safe and very stable and has
capacity for up to 150 passengers.
... Intersleek®900 is being
supplied free-of-charge to
the 125 dwt “Elding”
Success in Norway
International Paint’s Nordic team scored
a major success mid-year, winning a new
contract to supply sea stores to Norwegian
ship owners Kristian Gerhard Jebsen
Skipsrederi AS. Against stiff competition,
the division has secured a two year deal with
an option on another two year deal covering
sea stores for the owner’s 140-strong fleet.
“We are delighted to have clinched this
important deal,” says International Paint’s
Nordic Marine Sales Manager John Knutsen.
“We faced stiff competition but close cooperation between International Paint
personnel means that we will now supply this
leading owner once again, following a gap of
some 12 years.”
The Jebsen fleet, comprising about 5 million
dwt, is split into three groups – bulk carriers,
tankers and cement carriers. The company
also has an extensive newbuilding programme
under way in South Korea and Vietnam.
The annual volume of sea stores paint is
estimated around 700,000 litres.
... against stiff
competition, the division
has secured a two year
deal with an option on
another two year deal
Competition
WINNERS
Thank you to all of you that sent in
your comments on the last issue of
Propeller and congratulations to our
lucky winners!
Winner
Jean-Paul Luzet,
Aker Yards, Saint-Nazaire
Runners Up
Daniela Dobrei,
SC Santierul Naval Orsova S.A.
Nicolas Economides,
Dynacom T.M. Ltd
propeller issue 21 | oct 08
23
Intersleek 900
®
Fluoropolymer foul release coating
Want to improve your profits
... and reduce emissions at the same time?
6
%
predicted fuel
and emission
savings*
Intersleek®900 is a patented fluoropolymer foul release
coating for all vessels above 10 knots. Exceptionally
smooth with excellent foul release capabilities and good
resistance to mechanical damage, Intersleek®900 can
improve your profits through a 6% reduction in your annual
fuel bill and enhance your environmental profile.
To find out more visit:
www.international-marine.com/
intersleek900
or email:
[email protected]
* Depending on application and in service conditions
and International® and all product names mentioned in this publication are trademarks of, or licensed to, AkzoNobel. © AkzoNobel, 2008