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Tokyo Club Building, 2-6, Kasumigaseki 3-chome, Chiyoda-ku, Tokyo, 100-0013, Japan TEL : 81-(3)3506-3971 FAX : 81-(3)5511-8542
The information given in this sheet is effective at the date shown below and subject to revision from time to time without notice.All information contained herein concerning our products or services is protected by copyright law and other applicable laws. Any unauthorized use, including copying, replication or reprocessing of the contents, text and/or images contained in this brochure, or distribution of the same, is strictly prohibited.
CHUGOKU MARINE PAINTS, LTD. Tokyo head office
www.cmp-chugoku.com
Issue date July, 2019
Run a Hull-PDCA cycleNo doubt that underwater hull coating is important for optimum hull performance. Now it’ s possible to make the hull performance visible for all the interested parties. CMP - Monitoring & Analysis Program (CMP-MAP) offers a valuable method of monitoring and analysis developed based on our years of experience. The method employed is original and totally unique in the marine industry in terms of analysis techniques.
Operational profile analysis
FIR analysis
Power analysis
Triple
approach
1
2
3
Due to the adverse environmental impacts represented by climate change, Greenhouse Gas (GHG) emiss ions have been an international concern.
The International Maritime Organization (IMO) agreed to reduce the total annual GHG emissions by at least 50% by 2050 compared to the 2008 levels.
IMO decided to revise Annex VI of the MARPOL treaty in July 2011. According to the revision, both the estimation of the Energy Efficiency Design Index (EEDI) in the design stage and its verification during sea trials must be conducted for a new build vessel by shipbuilders and ship classification societies.
Also, revision of MARPOL Annex VI to introduce the Data Collection System (DCS) for fuel oil consumption of ships entered into force on 1st March 2018, and carrying out of the data collection is mandated from 1st January 2019.
Not to mention, air pollution by sulphur oxides (SOx) and nitrogen oxides (NOx) is also a serious problem. The IMO has set a global limit for sulphur in fuel oil used on board ships of 0.50% m/m from 1st January 2020.
Due to higher cost of compatible fuel oil (LSFO and MGO) compared to High Sulfur Fuel Oil (HSFO), reduction of fuel consumption is to be a huge concern for shipping industry.
For these circumstances needing to preserve the global environment, antifouling has been, and will be, playing an important role in optimizing the hull performance.
(Prediction by Triple "CMP-MAP" approach)Professional coating selection
Investigation of the "CMP-MAP" reports Solution for better performance
Application under professionalsupervision
Triple "CMP-MAP" approach Operational profile analysis (report) Power analysis (report) FIR analysis (report)
Prediction & PlanningDo
Check
Act
Operational profilevs
Antifouling specification
Hull roughnessvs
Ship performance
Power trend analysisISO19030
123
ROVRemoteOperationalVehicle
Run a Hull-PDCA cycleNo doubt that underwater hull coating is important for optimum hull performance. Now it’ s possible to make the hull performance visible for all the interested parties. CMP - Monitoring & Analysis Program (CMP-MAP) offers a valuable method of monitoring and analysis developed based on our years of experience. The method employed is original and totally unique in the marine industry in terms of analysis techniques.
Operational profile analysis
FIR analysis
Power analysis
Triple
approach
1
2
3
Due to the adverse environmental impacts represented by climate change, Greenhouse Gas (GHG) emiss ions have been an international concern.
The International Maritime Organization (IMO) agreed to reduce the total annual GHG emissions by at least 50% by 2050 compared to the 2008 levels.
IMO decided to revise Annex VI of the MARPOL treaty in July 2011. According to the revision, both the estimation of the Energy Efficiency Design Index (EEDI) in the design stage and its verification during sea trials must be conducted for a new build vessel by shipbuilders and ship classification societies.
Also, revision of MARPOL Annex VI to introduce the Data Collection System (DCS) for fuel oil consumption of ships entered into force on 1st March 2018, and carrying out of the data collection is mandated from 1st January 2019.
Not to mention, air pollution by sulphur oxides (SOx) and nitrogen oxides (NOx) is also a serious problem. The IMO has set a global limit for sulphur in fuel oil used on board ships of 0.50% m/m from 1st January 2020.
Due to higher cost of compatible fuel oil (LSFO and MGO) compared to High Sulfur Fuel Oil (HSFO), reduction of fuel consumption is to be a huge concern for shipping industry.
For these circumstances needing to preserve the global environment, antifouling has been, and will be, playing an important role in optimizing the hull performance.
(Prediction by Triple "CMP-MAP" approach)Professional coating selection
Investigation of the "CMP-MAP" reports Solution for better performance
Application under professionalsupervision
Triple "CMP-MAP" approach Operational profile analysis (report) Power analysis (report) FIR analysis (report)
Prediction & PlanningDo
Check
Act
Operational profilevs
Antifouling specification
Hull roughnessvs
Ship performance
Power trend analysisISO19030
123
ROVRemoteOperationalVehicle
Operational profile (Vessel’ s operating condition) is a vital factor for prediction of hull fouling and, therefore, for designing Antifouling specification. CMP developed an original operational profile analysis software and established a big database. They can visualize various cross-sectional profiles of vessel operation throughout the Antifouling service life. This enables to find or select more appropriate painting specification (type, film thickness, etc.) for each individual vessel.
Type and film thickness of Antifouling paint (specification) is selected based on the big data analysis.
Biofouling has significant impact on vessel performance. CMP originally developed a hull monioring method which uses data from on-board ships. This analysis method is based on the idea of ISO19030. The indicators, i.e. speed power curve, trend curve and performance indicators are calculated for visualizing the hull performance.
Operating course
Trend of activity rate
Temperature histogram
Speed histogram
Pow
er (K
W)
Speed (knots)12.5 20 25
18.0
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
0-1℃
1-2℃
2-3℃
3-4℃
4-5℃
5-6℃
6-7℃
7-8℃
8-9℃
9-10℃
10-11℃
11-12℃
12-13℃
13-14℃
14-15℃
15-16℃
16-17℃
17-18℃
18-19℃
19-20℃
20-21℃
21-22℃
22-23℃
23-24℃
24-25℃
25-26℃
26-27℃
27-28℃
28-29℃
29-30℃
30-31℃
31-32℃
32-33℃
33-34℃
34-35℃
35-36℃
36-37℃
37-38℃
38-39℃
18.0
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
0-1k
nots
1-2k
nots
2-3k
nots
3-4k
nots
4-5k
nots
5-6k
nots
6-7k
nots
7-8k
nots
8-9k
nots
9-10
knot
s10
-11k
nots
11-1
2kno
ts12
-13k
nots
13-1
4kno
ts14
-15k
nots
15-1
6kno
ts16
-17k
nots
17-1
8kno
ts18
-19k
nots
19-2
0kno
ts20
-21k
nots
21-2
2kno
ts22
-23k
nots
23-2
4kno
ts24
-25k
nots
25-2
6kno
ts26
-27k
nots
27-2
8kno
ts28
-29k
nots
29-3
0kno
ts
100
90
80
70
60
50
40
30
20
10
0
2016
/12/
1
2016
/12/
31
2017
/1/3
0
2017
/3/1
2017
/3/3
1
2017
/4/3
0
2017
/5/3
0
2017
/6/2
9
2017
/7/2
9
2017
/8/2
8
2017
/9/2
7
2017
/10/
27
2017
/11/
26
2017
/12/
26
2018
/1/2
5
2018
/2/2
4
2018
/3/2
6
2018
/4/2
5
2018
/5/2
5
2018
/6/2
4
2018
/7/2
4
2018
/8/2
3
Input
Output
Before DDAfter DD
Pow
er(K
W) a
t ave
rage
spe
ed 1
8.7k
nots
Speed power curve
Hull performance Indicators
Trend analysis at constant speed
Data from on board ships
CMP has been participating in the pilot maritime cluster joint research project for Evaluation of Ship Performance in the Actual Sea led by the National Institute of Maritime, Port and Aviation Technology of Japan and National Maritime Research Institute of Japan.
Source : The Naval Architect / January 2018 / Ship owner)
60%
50%
40%
30%
20%
10%
0%
Adde
d re
sist
ance
%
Operational profile analysis1 Power analysis2
Heavy Barnacle
Slime
Total added resistanceHull added resistance Propeller added resistance
Propellerpolishing
Hullcleaning
Hull cleaning / Propeller polishing
Dry docking
ISO19030Measurement of changes in hull and propeller performanceNew standard on performance monitoring
Power increase by
BarnacleSeaweedSlime
80%30%10%
30105
Light Heavy
Triple approach
Before DDAfter DD
Speed (Log/ OG)Fuel consumption / shaft powerWind speed and directionSwell height direction and spectrum displacement etc.
R,PR,Pag
E,Ph
E,Pb
R,P
R,P (Reference Period)E,P (Evaluation Period)
cE,Pd
E,Pf
R,Pe
2014/07/01 2015/01/01 2015/07/01 2016/01/01 2016/07/01 2017/01/01 2017/07/01 Date
a bvsc dvs
Dry docking performance. In-service performance
e fvsg hvs
Maintenance triggerMaintenance effect
Triple approach
Operational profile (Vessel’ s operating condition) is a vital factor for prediction of hull fouling and, therefore, for designing Antifouling specification. CMP developed an original operational profile analysis software and established a big database. They can visualize various cross-sectional profiles of vessel operation throughout the Antifouling service life. This enables to find or select more appropriate painting specification (type, film thickness, etc.) for each individual vessel.
Type and film thickness of Antifouling paint (specification) is selected based on the big data analysis.
Biofouling has significant impact on vessel performance. CMP originally developed a hull monioring method which uses data from on-board ships. This analysis method is based on the idea of ISO19030. The indicators, i.e. speed power curve, trend curve and performance indicators are calculated for visualizing the hull performance.
Operating course
Trend of activity rate
Temperature histogram
Speed histogram
Pow
er (K
W)
Speed (knots)12.5 20 25
18.0
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
0-1℃
1-2℃
2-3℃
3-4℃
4-5℃
5-6℃
6-7℃
7-8℃
8-9℃
9-10℃
10-11℃
11-12℃
12-13℃
13-14℃
14-15℃
15-16℃
16-17℃
17-18℃
18-19℃
19-20℃
20-21℃
21-22℃
22-23℃
23-24℃
24-25℃
25-26℃
26-27℃
27-28℃
28-29℃
29-30℃
30-31℃
31-32℃
32-33℃
33-34℃
34-35℃
35-36℃
36-37℃
37-38℃
38-39℃
18.0
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
0-1k
nots
1-2k
nots
2-3k
nots
3-4k
nots
4-5k
nots
5-6k
nots
6-7k
nots
7-8k
nots
8-9k
nots
9-10
knot
s10
-11k
nots
11-1
2kno
ts12
-13k
nots
13-1
4kno
ts14
-15k
nots
15-1
6kno
ts16
-17k
nots
17-1
8kno
ts18
-19k
nots
19-2
0kno
ts20
-21k
nots
21-2
2kno
ts22
-23k
nots
23-2
4kno
ts24
-25k
nots
25-2
6kno
ts26
-27k
nots
27-2
8kno
ts28
-29k
nots
29-3
0kno
ts
100
90
80
70
60
50
40
30
20
10
0
2016
/12/
1
2016
/12/
31
2017
/1/3
0
2017
/3/1
2017
/3/3
1
2017
/4/3
0
2017
/5/3
0
2017
/6/2
9
2017
/7/2
9
2017
/8/2
8
2017
/9/2
7
2017
/10/
27
2017
/11/
26
2017
/12/
26
2018
/1/2
5
2018
/2/2
4
2018
/3/2
6
2018
/4/2
5
2018
/5/2
5
2018
/6/2
4
2018
/7/2
4
2018
/8/2
3
Input
Output
Before DDAfter DD
Pow
er(K
W) a
t ave
rage
spe
ed 1
8.7k
nots
Speed power curve
Hull performance Indicators
Trend analysis at constant speed
Data from on board ships
CMP has been participating in the pilot maritime cluster joint research project for Evaluation of Ship Performance in the Actual Sea led by the National Institute of Maritime, Port and Aviation Technology of Japan and National Maritime Research Institute of Japan.
Source : The Naval Architect / January 2018 / Ship owner)
60%
50%
40%
30%
20%
10%
0%
Adde
d re
sist
ance
%
Operational profile analysis1 Power analysis2
Heavy Barnacle
Slime
Total added resistanceHull added resistance Propeller added resistance
Propellerpolishing
Hullcleaning
Hull cleaning / Propeller polishing
Dry docking
ISO19030Measurement of changes in hull and propeller performanceNew standard on performance monitoring
Power increase by
BarnacleSeaweedSlime
80%30%10%
30105
Light Heavy
Triple approach
Before DDAfter DD
Speed (Log/ OG)Fuel consumption / shaft powerWind speed and directionSwell height direction and spectrum displacement etc.
R,PR,Pag
E,Ph
E,Pb
R,P
R,P (Reference Period)E,P (Evaluation Period)
cE,Pd
E,Pf
R,Pe
2014/07/01 2015/01/01 2015/07/01 2016/01/01 2016/07/01 2017/01/01 2017/07/01 Date
a bvsc dvs
Dry docking performance. In-service performance
e fvsg hvs
Maintenance triggerMaintenance effect
Triple approach
FIR analysis
Fluid dynamic study conducted by CMP suggests relations among roughness, wavelength, and viscous sublayer (as a speed and viscosity factor). Frontal projected area of roughness A exposed to outer layer of viscous sublayer is calculated using average roughness(Rc), wavelength(RSm) and viscous sublayer thickness(δs).
Roughness Allowance(ΔCF) can be calculated using the projected area A and a roughness resistance coeff icient Croughness obtained from fr ict ion resistance test.
FIR calculation using speed and viscosity factors Antifouling (cross sectional image)
Viscous sublayer δs
Viscous sub layer δs
Viscous sub layer δs
Viscous sub layer δs
R
R
R
A
A
Slowspeed
Middlespeed
Highspeed
Frontal projected areaA = 0
Frontal projected areaof roughnessA = middle
Frontal projected areaof roughnessA = large
FIR=0 R<δs
FIR=middle R>δs
FIR=Large R>>δs
Thickerviscous sublayer
ΔCF＝Croughness ×A A＝ Rc×RSm(Rc−δs)21
2ΔCF : Roughness allowance coefficientCroughness : Roughness resistance coefficientA : Frontal projected area of roughness from viscous sub layer
EHP＝(Cw＋(1＋K)CF＋ΔCF) ρSV312
Effective Horse Power (EHP ) can be calculated using other factors (CW, CF, K, ρ, S, and V ).
CMP has been conducting collaboration study on fluid dynamics with Tokyo University of Science, Tokyo University of Agriculture and Technology, Kobe university and National Institute of Maritime Port and Aviation Technology (MPAT), National Maritime Research Institute (NMRI).
Next-Generation Marine Environment-related Technology Development Support Project.
In the joint research theme with the Class NK and the program supported by the Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT), CMP has developed a ν-FIR Theory, 3D Hull roughness analyzer and Low friction AF.
With FIR theory, the Friction Resistance can be estimated by measuring and evaluating roughness(Rz) and Wavelength (RSm) of paint surface using Double Cylinder Friction Resistance test developed by Tokyo University of Science.
FIR Theory
FuelSaving
Low RoughnessLong Wavelength
FIR(%) = 2.62 × Rz2
RSm
Patented technology
Torque sensorfluid
Inner cylinder(Test piece)
Outer cylinderInverter motor
Double CylinderFriction Resistance
Equipment
CMP and MPAT developed a hull roughness effect estimation program, which is based on ν-FIR theory and ship design support software HOPE Light (NMRI).
Hull roughness effect estimation program by HOPE Light (NMRI)
14m flat plate test in 400m towing tank (NMRI)
Within the viscous sublayer roughness never influences the friction resistance.Viscous sublayer’ s thickness is changed by ship speed.
3Hull Roughness vs Ship Performance
Low FrictionResistance
Low resistance
Thinnerviscous sublayerHigh resistance
CMP developed a Portable 3D hull roughness analyzer which can measure values (Rz, Rc and RSm) on actual shipbuilding sites.
3D Hull Roughness Analyzer
DNS on 3D wavy roughnessLong wavelengthShort wavelength
By Tokyo University of Agriculture and Technology
Direct Numerical Simulation(DNS)
Velocity profile measurement near the roughness by LDV measurement in cavitation tunnel. (NMRI)
12
2
1
Rz: RoughnessRSm:Wavelength
Cw : wave resistance coefficient ,CF : friction resistance coefficient, K : form factor, ρ : sea water density, S : Immersed Hull area, V : Ship speed.
Triple approach
New
FIR analysis
Fluid dynamic study conducted by CMP suggests relations among roughness, wavelength, and viscous sublayer (as a speed and viscosity factor). Frontal projected area of roughness A exposed to outer layer of viscous sublayer is calculated using average roughness(Rc), wavelength(RSm) and viscous sublayer thickness(δs).
Roughness Allowance(ΔCF) can be calculated using the projected area A and a roughness resistance coeff icient Croughness obtained from fr ict ion resistance test.
FIR calculation using speed and viscosity factors Antifouling (cross sectional image)
Viscous sublayer δs
Viscous sub layer δs
Viscous sub layer δs
Viscous sub layer δs
R
R
R
A
A
Slowspeed
Middlespeed
Highspeed
Frontal projected areaA = 0
Frontal projected areaof roughnessA = middle
Frontal projected areaof roughnessA = large
FIR=0 R<δs
FIR=middle R>δs
FIR=Large R>>δs
Thickerviscous sublayer
ΔCF＝Croughness ×A A＝ Rc×RSm(Rc−δs)21
2ΔCF : Roughness allowance coefficientCroughness : Roughness resistance coefficientA : Frontal projected area of roughness from viscous sub layer
EHP＝(Cw＋(1＋K)CF＋ΔCF) ρSV312
Effective Horse Power (EHP ) can be calculated using other factors (CW, CF, K, ρ, S, and V ).
CMP has been conducting collaboration study on fluid dynamics with Tokyo University of Science, Tokyo University of Agriculture and Technology, Kobe university and National Institute of Maritime Port and Aviation Technology (MPAT), National Maritime Research Institute (NMRI).
Next-Generation Marine Environment-related Technology Development Support Project.
In the joint research theme with the Class NK and the program supported by the Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT), CMP has developed a ν-FIR Theory, 3D Hull roughness analyzer and Low friction AF.
With FIR theory, the Friction Resistance can be estimated by measuring and evaluating roughness(Rz) and Wavelength (RSm) of paint surface using Double Cylinder Friction Resistance test developed by Tokyo University of Science.
FIR Theory
FuelSaving
Low RoughnessLong Wavelength
FIR(%) = 2.62 × Rz2
RSm
Patented technology
Torque sensorfluid
Inner cylinder(Test piece)
Outer cylinderInverter motor
Double CylinderFriction Resistance
Equipment
CMP and MPAT developed a hull roughness effect estimation program, which is based on ν-FIR theory and ship design support software HOPE Light (NMRI).
Hull roughness effect estimation program by HOPE Light (NMRI)
14m flat plate test in 400m towing tank (NMRI)
Within the viscous sublayer roughness never influences the friction resistance.Viscous sublayer’ s thickness is changed by ship speed.
3Hull Roughness vs Ship Performance
Low FrictionResistance
Low resistance
Thinnerviscous sublayerHigh resistance
CMP developed a Portable 3D hull roughness analyzer which can measure values (Rz, Rc and RSm) on actual shipbuilding sites.
3D Hull Roughness Analyzer
DNS on 3D wavy roughnessLong wavelengthShort wavelength
By Tokyo University of Agriculture and Technology
Direct Numerical Simulation(DNS)
Velocity profile measurement near the roughness by LDV measurement in cavitation tunnel. (NMRI)
12
2
1
Rz: RoughnessRSm:Wavelength
Cw : wave resistance coefficient ,CF : friction resistance coefficient, K : form factor, ρ : sea water density, S : Immersed Hull area, V : Ship speed.
Triple approach
New
Tokyo Club Building, 2-6, Kasumigaseki 3-chome, Chiyoda-ku, Tokyo, 100-0013, Japan TEL : 81-(3)3506-3971 FAX : 81-(3)5511-8542
The information given in this sheet is effective at the date shown below and subject to revision from time to time without notice.All information contained herein concerning our products or services is protected by copyright law and other applicable laws. Any unauthorized use, including copying, replication or reprocessing of the contents, text and/or images contained in this brochure, or distribution of the same, is strictly prohibited.
CHUGOKU MARINE PAINTS, LTD. Tokyo head office
www.cmp-chugoku.com
Issue date July, 2019
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