TRIPARTITE - 2015

ISO19030 Hull and Propeller Performance

Deputy Secretary General

Lars Robert Pedersen
Content

Background

Objectives of the standard

The structure of the ISO 19030

What to be measured

Performance indicators

Outlook

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Background

In February 2012, a submission to MEPC63 were calling for a

reliable standard for measuring hull & propeller performance
(MEPC63/4/8)
According to the paper, deterioration in hull & propeller
performance between dry-dockings accounts for 10%
(conservative estimate) of world-fleet fuel costs and GHG
emissions.

Standard Norway (ISO) subsequently engaged with ISO TC8 SC2,

based on input from a stakeholder workshop held in in Norway in
January 2013.

The New Work Item Proposal (NWIP) was subsequently presented

to stakeholders in Japan and London and was finally approved by
ISO TC8 SC2 on 30 May 2013.

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Objectives

The objective of the standard is to recommend practical methods

for measuring changes in ship specific hull and propeller
performance, to the industry for use on a voluntary basis.

Hull and propeller performance refers to the relationship between

the condition of a ships underwater hull and propeller and the
power required to move the ship through water.

The standard measures relative and not absolute performance.

The objective IS NOT to create methods that can be used for

regulatory purpose - would be too difficult and take too long (e.g.
measuring absolute vs. relative performance)

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BIMCO engagement

BIMCOs drive in the development has been to ensure that the standard
become robust and reflects operational reality.

Furthermore, avoiding the development to become an academic

exercise!

Large working group and broad stakeholder involvement have ensured

an un-biased outcome:
ISO Working Group consists of around 52 experts and observes,
but 100+ individuals have been directly or indirectly involved.

Good industry representation

ISO WG members include experts and observes from: ship owners
and shipping associations, new build yards and yard associations,
coatings manufacturers, performance monitoring companies,
academic institutions, class societies and NGOs.

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ISO 19030 structure
Part 1: General principles

Part 2: Default method

Outlines general
principles
Part 3: Alternative methods
Defines a set of basic Defines the default
performance indicators method for measuring
for hull and propeller changes and calculating Defines a set of
maintenance, repair the basic performance alternative methods for
and retrofit. indicators measuring and
Describes the expected calculating the basic
accuracy of the basic performance indicators
performance indicators. Based on typically
available measurement
infrastructure.

Source: ISO 19030

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Measuring changes in performance

Source: ISO 19030

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Manage what can be measured

Underlying motivation: isolate individual drivers of energy efficiency in order to make

these drivers manageable starting with hull and propeller.

Measurements of ship specific changes in hull and propeller performance over time
make it possible to determine the impact of hull and propeller related maintenance,
repair and retrofit activities on the fuel efficiency of the ship in question.

Overall
Design Operation Hull &
Weather &
Engine
train
propeller Etc. operational
efficiency routing perform.
efficiency

Sea trial test No or limited measurability Actual consumption

& EEDI & EEOI

Source: ISO 19030

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Whats in the Standard?

ISO 19030 contains six different methods of determining the hull and propeller
performance

Two default methods (described in part 2 of ISO 19030):

Method A based on torque meter and rpm meter
Method B based on calculation of brake power and consumed fuel

Four alternative methods (described in part 3 of ISO 19030):

If the default primary measurement parameters cannot be measured or the minimum
sensor requirements cannot be met, proxies can be used to approximate the
parameters. As compared with the default method, this will generally result in
reduced accuracy.

All the six methods are having their own uncertainty.

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Uncertainties are important!

To ensure the highest possible transparency, the Standard

contains a comprehensive section dealing with accuracy and
uncertainty.
Uncertainty analysis methods
Sources of uncertainty in ship performance monitoring
Instrument Uncertainty
Sampling Error
Model Uncertainty
Human Error

Each of the six methods described in the Standard has its own
calculated accuracy.
The two default methods have the best/lowest uncertainty.

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The ISO 19030s PIs
Performance indicators
Dry-docking performance:
Determining the effectiveness of the dry-docking
(repair and/or retrofit activities)
In-service performance:
Determine the effectiveness of the underwater hull
and propeller solution (including any maintenance
activities that have occurred over the course of the
full dry-docking interval)
Maintenance trigger:
Trigger underwater hull and propeller maintenance,
including propeller and/or hull inspection
Maintenance effect:
Determine the effectiveness of a specific
maintenance event, including any propeller and/or
hull cleaning
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Definition
Change in hull and propeller performance
following present out-docking (Evaluation
period) as compared with the average from
previous out-dockings (Reference periods).
Average change in hull and propeller
performance from a period following out-
docking (Reference period) to the end of dry-
docking interval (Evaluation period).
Change in hull and propeller performance
from the start of the dry-docking interval
(Reference period) to a moving average at a
given point in time (Evaluation period)
Change in hull and propeller performance
from before (Reference period) to after a
maintenance event (Evaluation period).
Source: ISO 19030
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Timeline

Completed tasks
9 ISO proposal approved, January 2013.
9 6 WG meetings completed.
Oslo (June 2013), Tokyo (November 2013), Hamburg
(June 2014), Busan (November 2014), San Ramon (March
2015) and Copenhagen (September 2015)
9 The Standard was send for an indicative vote (Q2 2015)
receiving strong vote of confidence.

Still pending tasks

Q4 2015, the ISO 19030 standard has to pass the final vote
(Ballot).
The Standard is likely to become available by summer 2016.

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Future work later revisions

The working group carefully considered several data points

and calculation methods during the development of the
standard, some of these were not taken onboard but left for
future revisions, e.g.:

Support for additional configurations like variable pitch

propellers.
Filtering of frequency of rudder movements, which was
omitted due to insufficient empirical data.
Added resistance in waves, omitted due to measurement
devices not generally available/mature.
Sea temperature, which was omitted due to little effect to
the final result.
Changes of SFOC over time due to degradation, as this was
found too difficult to control.

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Questions?