ROVs: watching the shallows

ROVs: watching the shallows

Eleanor Spencer @eleanor / February 11, 2021

Our oceans are changing rapidly due to human induced climate change, and not for the better. We can see these changes occurring with our own eyes but only on the ocean surface, through floating plastic, rising sea levels and washed up dead sea creatures entangled in ghost nets (i.e. discarded fishing nets).

But it is below the surface, in the murky shallows, that our eyes cannot see what is happening to our fragile coastal marine ecosystems. Scuba diving is one of the best ways to do this, but there are risks and costs associated with this practice.

This is why scientists like Scott Maharry, Senior Biologist at Grette Associates, are increasingly looking to ROVs to help them monitor how benthic (seabed) ecosystems are being affected by such changes.

Remotely Operated Vehicles (ROVs) can range from deep ocean surveyors equipped with a wide array of sampling equipment like temperature monitors and chemical samplers, to smaller shallow water observers which usually only have high definition cameras with lights installed, making them well-suited for coastal habitat surveying.

It is this type of smaller class ROV that Maharray used for his research into potential eelgrass restoration in the Port of Seattle. I spoke to him about his experience to get a better understanding of how ROVs are used by marine surveyors.

Looking at the world below

“What they [the Port of Seattle] wanted to know was the potential for eelgrass restoration and transplanting along the shoreline,” Scott Maharry said. “Rather than conducting a dive survey, which is what we typically do for eelgrass delinations or mapping a known area of eelgrass, I proposed using an ROV because we can survey a bigger area for less effort in terms of both cost and diver safety.”

For health and safety reasons, scuba divers are only permitted to stay submerged for a few minutes at a time. In fact, within a 3-hour shift, divers will only spend around 40 minutes under water. ROVs on the other hand, can stay down for hours at a time. Moreover, between divers’ remuneration and high equipment costs, scuba diving is not the most cost effective way of surveying benthic habitats.

Consequently, the cost and risk for divers to perform survey dives can prohibit environmental organizations - especially smaller ones with less access to funding - from conducting essential work on threatened coastal habitats.

When conducting any environmental survey, the location of each site needs to be logged so the exact same position can be surveyed in the future - i.e. quantitative data. This is usually done by scuba divers who dive down to mark the location, or installing additional location software to the ROV that then needs to be overlaid with the footage once back in the lab, which is a time consuming job.

“If we did want to georeference something then we would just dive and put buoys out and georeference it manually,” Maharry said. 

Few people know that the SeaDrone PRO Software can also accomplish this task. Even though this solution is optimized to expedite ship hull inspections, you can setup waypoints and tags georeferenced with respect to global coordinates in a matter of minutes using SeaDrone’s mission planner.

However, “the ROV meant we could get a qualitative look at the shoreline, meaning we were able to get eyes on the eelgrass and evaluate their condition to assess if they were good enough for transplanting. We can get a look at substrate condition and any other limiting factors that could preclude us from using these areas for transplant.”

Smaller ROVs are better suited to surveying epifauna organisms (organisms that live on the surface on the seabed, e.g. oysters) than traditional techniques, since dredging or trawling can cause significant damage to these ecosystems. This is especially true when considering biogenic habitats (created by plants and animals) and fragile epifauna, such as corals and sponge rich habitats, where even being stepped on by a diver could cause irreversible damage to these fragile ecosystems. By contrast, an ROV equipped only with a camera has the ability to identify species without even disturbing them.

Sometimes you need more than eyes

But there is a downside to being non-invasive to an environment: it can limit a scientists ability to see what is within the seabed, like the sedimentary species. (Funny to think that not damaging an environment could be a bad thing!)

But a camera can only show you what is directly on the surface of the sediment; to see what is in the sediment, you need a dredge or a trawl to dig it out so it can be looked at in a lab later. More often than not, this does cause significant damage to sedimentary ecosystems. So if you would like to know what is going on above the surface of the seafloor, use an ROV; if you want to see below it then use a dredge.

There are other limitations as well when using ROVs in marine science.

On reflection, Maharry remarked: “the only thing we noticed was that the thrusters got quickly clogged with macroalgae and then it would float to the surface, but it was a quick fix once we knew what was going on. (...) The place we were working was a high current and high macroalgae region; we worked out some good fixes and it wasn’t a big issue. ” 

Additionally, the tether that connects the ROV to the controller could also become an issue in areas with a high current. If it were to become tangled, then it could cause the marine surveyors to have to stop their work and recall the ROV to fix the issue. But this can easily be avoided with thorough planning, greater spatial awareness and deployment strategies.

Some people may be thinking, ‘but the whole reason for becoming a marine biologist is so you can get in the water and see for yourself what is there’. The truth is the vast majority of marine biologists don’t scuba dive and even for those that want to may not be able to due to pre-existing health conditions. ROVs provide a way for them to see the ocean's depths in all their glory.

This technology should not be seen as something that is taking away from marine scientists, but giving more to those who might not have considered this as a field before due to their own limitations.

Like Maharry said, “it adds another tool to the toolbox.”

Scott getting ready for a SeaDrone front loaded squat: Stand with feet wide, toes pointing forward, and hold a SeaDrone in front of you. Nevermind, Scott from Grette Associates is actually performing a full body workout, he is surveying a wild habit…

Scott getting ready for a SeaDrone front loaded squat: Stand with feet wide, toes pointing forward, and hold a SeaDrone in front of you. Nevermind, Scott from Grette Associates is actually performing a full body workout, he is surveying a wild habitat on the northwestern coast of Washington.

 

“What they [the Port of Seattle] wanted to know was the potential for eelgrass restoration and transplanting along the shoreline”

Scott Maharry Inspecting - Squid Eggs

Scott Maharry Inspecting - Squid Eggs

 

“Smaller ROVs are better suited to surveying epifauna organisms (organisms that live on the surface on the seabed, e.g. oysters) than traditional techniques”

 

“ROVs provide a way for them to see the ocean's depths in all their glory. ”

 
“It adds another tool to the toolbox.” - Scott Maharry

“It adds another tool to the toolbox.” - Scott Maharry

Possibilities emerge for robotics in marine insurance

Possibilities emerge for robotics in marine insurance

Robotics is playing a greater role in the insurance claim market generally and has growing room for expansion within marine insurance more specifically.

After a storm, collision, or other incident results in damage to a ship, the ship operator will often file an insurance claim. Insurers will then most likely need to verify these claims by sending a marine insurance inspector or surveyor to inspect the ship. This inspection might involve the use of an underwater ROV. However, the surveyor is not usually a trained expert in robotic piloting, or may not have as easy of access to the ship as someone already onsite. That’s why some within the marine industry are turning to Robotics Process Automation (RPA) and video technology powered by Artificial Intelligence (AI). The use of underwater ROVs such as the SeaDronePRO for ship inspections may also prove to be an extremely useful addition to this growing robotics toolkit.

Robotics Process Automation (RPA)

Robotics Process Automation (RPA) has become more standard  within the insurance industry. Tokio Marine Kiln (TMK) adopted RPA in the summer of 2018, tapping NTT DATA UK for its robotics services.

Insurance companies are also using visual evidence, particularly video, powered by Artificial Intelligence (AI). In May 2020, Tokio Marine successfully tested an AI-driven solution for auto insurance claim processing in Japan which could in future be expanded to the marine industry.

Types of Marine Insurance Policies

Marine insurance covers the loss or damage of ships, of cargo, and of terminals where cargo is loaded and unloaded. The first two – ships and cargo – are the most common types[CK1] . Marine insurance is often grouped with Aviation and Transit risks, known together by the acronym MAT. Marine insurance claims may cover the following classes of business:

  • Hull and Machinery (H&M)

  • Marine cargo

  • Freight insurance

  • Liability insurance

  • Terminals

  • War risk

  • Building risk

  • Rigs

  • Specie (cash, fine art, or another valuable product)

Certain risks make these coverages necessary, including:

  • Collisions

  • Grounding

  • Fire

  • Explosion

  • Natural disasters such as earthquakes or hurricanes

  • Accidents in moving cargo or fuel

  • Piracy or terrorism

Examples of recent hulls claims which involved these risks include the 2012 grounding of the Costa Concordia that resulted in a USD 2 billion loss and is still the largest loss in the last decade, loss of the Bulk Jupiter in 2015 and Emerald Star in 2017 likely due to cargo liquefaction (the abrupt transformation of solid materials like iron ore into an almost liquid state), and the fire and sinking of the oil tanker Sanchi off the coast of China in January 2018.

Containership fires have proved to be some of the most ubiquitous risks, due to the shipping of large amounts of flammable or hazardous materials made possible within the widely used intermodal box container developed in 1956.

Despite costly instances, there have been relatively few major losses in recent years. Some of the large hull and cargo losses in recent years have been due to natural catastrophes, particularly storms and hurricanes, though the frequency of major hull claims remains low.

More Types of Marine Insurance

Insurance coverage is most often either on a "voyage" or "time" basis, covering transit between ports or a time period typically of one year. The time basis coverage is the more common of the two. Types of insurance may include:

  • Time

  • Voyage

  • Floating

  • Construction or Building

A restricted form of coverage is known as "Total Loss Only" (TLO), generally used as a reinsurance, and which only covers the total loss of the vessel and not any partial loss.

Many of the concepts that govern insurance generally also apply to marine insurance, including the seven principles that are covered in all marine insurance contracts:

  • Utmost Good Faith – the insured (policy holder) and insurer (insurance company) act in good faith toward each other

  • Insurable Interest – the contract must provide possible financial gain

  • Proximate Cause – something you are not insured for nearby what you are insured for may cause the damage

  • Indemnity – a guarantee of compensation

  • Subrogation – the substitution of one insurance company for another

  • Contribution – if you are insured by multiple companies, they will

  • Loss Minimization – it is the responsibility of the insured (policy holder) to do take all preventative action to minimize damage or loss

 

1906 Marine Insurance Act

A well-known piece of marine insurance history lore is that in the late 1680s, Edward Lloyd opened a London coffee house that became popular amongst the ship owners, merchants, and ship captains of the day, and consequently became a reliable source of information on the latest shipping news. Soon Lloyd’s Coffee House transformed into the first marine insurance market. It became the meeting place for parties in the shipping industry wishing to insure cargoes and ships, and those willing to underwrite such ventures. These informal beginnings led to the establishment of the insurance market Lloyd’s of London and several related shipping and insurance businesses. The participating members of the insurance arrangement eventually formed the Society of Lloyd’s, not to be confused with Lloyd’s Register. Though perhaps not as well documented in its origins, the practice of marine insurance is thousands of years old, perhaps dating back to the Phoenician traders. The most critical movements in marine law began to take place in the latter part of the 18th century.

Marine insurance was first codified in the 1906 Marine Insurance Act  by Sir Mackenzie Chalmers, who compiled centuries of judicial precedent and about 2,000 cases into their most relevant principles. The standard policy (known as the “SG form”) was updated in 1991 with wording known as the MAR 91 form. A crucial difference between marine insurance and non-marine insurance is that the insured may not always have to prove his/her loss, most notably in the case of a sunken vessel.

Today, the International Union of Marine Insurance (IUMI) represents national and international marine insurers, lobbying organizations such as the International Maritime Organization (IMO) and other specialist agencies to defend IUMI’s member interests. IUMI also plays a networking and knowledge sharing role, holding its annual conference in September (this year’s was virtual due to COVID-19).

What happens when you file a claim?

When shipping cargo are destroyed, damage or stolen, a marine insurance claim is made to the insurance company. The insurance company will then verify that reasonable care was taken during cargo transport. Simultaneously, the insured must make a claim with the shipping company to notify them of damage. In many places the time window for lodging a claim for marine insurance is about one year from the date of the discharge of the cargo, though this may vary amongst insurers. The insurance company then appoints a surveyor, who visits the cargo loss or damage site and submits a report based on the findings to his/her insurance company.

Protection and Indemnity (P&I) Clubs
P&I Clubs are formed when there is mutual pooling of risk by ship owners, and they cover liabilities of ship owners to cargo owners and third parties.

Marine insurance has a rich history dating back centuries, with legislation both anchored in precedents and evolving according to its time. As the industry moves into a modern era of digitalization, robotics has a greater role to play. Underwater ROVs such as the SeaDrone PRO are a useful part of the growing robotics toolkit. It continues to be a space to watch.

Visit SeaDronePro.com for more information.

“Insurers will then most likely need to verify these claims by sending a marine insurance inspector or surveyor to inspect the ship.”

 
 
 

“The first two – ships and cargo – are the most common types.”

 
 
 
 
The oil tanker Sanchi in January 2018, after cargo liquefaction caused a fire. This was one of the largest insurance claims filed in the past decade. / IRNA / phys.org / Home - Earth- Environment

The oil tanker Sanchi in January 2018, after cargo liquefaction caused a fire. This was one of the largest insurance claims filed in the past decade. / IRNA / phys.org / Home - Earth- Environment

 
 

“Is that in the late 1680s, Edward Lloyd opened a London coffee house that became popular amongst the ship owners, merchants, and ship captains of the day, and consequently became a reliable source of information on the latest shipping news.”

 
Lloyd’s of London, the early days (1808) / Spartacus Educational / British Story - London

Lloyd’s of London, the early days (1808) / Spartacus Educational / British Story - London

“Marine insurance was first codified in the 1906 Marine Insurance Act.”

The Marine Insurance Act, 1906 / 8 Edw. 7 c.41 / M. D. Chalmers

The Marine Insurance Act, 1906 / 8 Edw. 7 c.41 / M. D. Chalmers

Underwater ROVs and the price of Green Shipping

Underwater ROVs and the price of Green Shipping

Underwater ROVs and the price of Green Shipping.

One of the “hottest” current topics in the marine industry is green shipping. Alongside decarbonization, digitalization, autonomous shipping modules, blockchain technology, cyber-attacks, and changing trade patterns, green shipping has been highlighted by many in the maritime community, including the International Maritime Organization (IMO), the European Council for maritime Applied R&D (ECMAR), and the 2020 Nordic Maritime Expo in Finland, along with  

Globally, marine shipping has been estimated to account for 3% of total carbon dioxide emissions, a relatively small amount as compared to other modes of shipping such as rail, road, and air transport. However, marine shipping’s more serious contributions are in sulfur (15% of total emissions) and particulate matter (11% of total emissions).  These are mainly caused the sources of fuel used by the marine shipping industry, with heavy fuel oil, or HFO, dominating as a fuel source for half a century. Now the industry, with IMO’s encouragement (most notably it’s 2020 Sulfur limit), may pursue greener options.

Robotic technology and underwater Remotely Operated Vehicles (ROVs) have possibilities for expansion in this space. Underwater ROVs such as the SeaDronePRO can cut the environmental footprint of ship inspections  by lessening the resources required – namely human divers, time spent at port or in dry dock, and time taken for the inspection. Underwater ROVs can also more efficiently identify areas for improvement in a ship’s hull design, fuel use, and marine coatings with the use of photo/video documentation.

In a previous blog post, SeaDrone has highlighted the importance of marine coatings in working toward a greener marine shipping industry. Underwater ROVs can better identify potential problems in marine coatings and assist in their application and removal.

Some of the other latest technologies emerging in the world of green shipping, as highlighted by Marine Insight and others, include:

  • No Ballast System – a way to prevent harmful biofouling organisms from hitching a ride. This system creates a constant flow of local seawater from bow to stem below the waterline. Ship ballast tanks are replaced with longitudinal structural ballast trunks with one center tank, two intermediate tanks, and two side tanks.

  • LNG fuel for propulsion – While oil-based fuels remain the main fuel option for most vessels, the use of Liquefied Natural Gas or Liquid Natural Gas (LNG) as a fuel alone or combined with diesel can help ships meet air emission regulations. LNG fuel can also be used for auxiliary engines.

  • Water in fuel – Water in fuel added before its injection into the combustion chamber can reduce the temperature inside the cylinder liner, and can result in lower nitrous oxide compound emissions.

  • Sulfur scrubber system – an exhaust gas scrubber system which washes out Sulfur from the exhaust gas of the engine and reducing Sulfur emissions.

  • VLSFO fuel oil – Very Low Sulfur Fuel Oil (VLSFO) is a fuel option that also reduces Sulfur emissions.

  • Other Exhaust gas purifiers.

  • Advancing designs for Rudders and Propeller Systems – streamlined systems can reduce fuel consumption and improve vessel speed.

  • Speed Nozzle – improvements in propulsion efficiency and power savings for the ship.

  • Waste Heat Recovery System – reduce fuel consumption by using waste heat to heat and generate steam, which can then be used for heating the cargo area, accommodation, and other areas.

  • Exhaust Gas Recirculation – nitrous oxide compound emissions can be reduced by recirculating the exhaust gas from the engine cylinder.

  • Improved pump and cooling water system – an optimized cooling system can decrease the resistance to flow, save electric power, and reduce fuel consumption.

  • Sandwich Plate System (SPS) – a process of composting two metals plates that avoids the usage of steel.

Robotic technology has its role to play in the greening of the marine industry. Besides within ship inspections and marine coatings, other highlighted uses for robotics in the greening of the maritime industry include cleanup, such as the U.S. Maritime Administration’s SEA-KIT partnership for robotic oil-cleanup vessels, and maintenance, such as fuel and oil service.

The world is moving increasingly toward a greener, more environmentally conscious future, and robotics are sure to factor in greatly to that future. The IMO has committed to halving its emissions by 2050. Norway, as part of its commitment to reduce greenhouse gas emissions by 40% by 2030, has established arguably the world’ most environmentally friendly shipping plan in DNV-GL’s Green Shipping Programme. The Green Ship Technology (GST) conference addresses environmental challenges faced by the maritime industry and will hold its annual conference on green ship technology in September 2021 in Copenhagen, Denmark.

Read more at SeaDronePro.com.

“One of the “hottest” current topics in the marine industry is green shipping.

 

Marine Digital - Green-tech in Shipping Industry - Green Technologies for Shipping - https://marine-digital.com/article_green_ship

 

“Underwater ROVs such as the SeaDrone PRO can cut the environmental footprint of ship inspections.”

 

Marine Digital - Green-tech in Shipping Industry - Innovative technologies in Shipping - https://marine-digital.com/article_green_ship

 
Top view of main engine inside ship engine room.

Top view of main engine inside ship engine room.

 
Aerial view of oil tanker ship.

Aerial view of oil tanker ship.

 
 

Robotics to Play a Bigger Role in Marine Coatings Technology

Robotics to Play a Bigger Role in Marine Coatings Technology

Robotics to Play a Bigger Role in Marine Coatings Technology
September, 2020

Marine coatings are a type of commercial use protective paint applied to surfaces exposed to or immersed in fresh, brackish, or saltwater, most commonly to ships or water-immersed structures such as offshore oil rigs. Marine coatings are specially designed to prevent biofouling – the buildup of marine organisms like barnacles or algae. Good marine coatings decrease a ship’s drag and increase fuel efficiency by as much as 35 percent, leading to lower operation costs and CO2 emissions.

The world marine coatings market is projected to be worth $19 billion by 2024, with the largest area of growth in the past decade in the Asia-Pacific region, particularly as China has built its fleet to be the world’s second-largest by gross tons and constructing over a third of the world’s vessels in 2019. Five companies dominate the coatings market: AzkoNobel (through their International Paint), Chugoku Marine Paints, Hempel’s Marine Paints, Jotun, and PPG. Each of these has unveiled a series of coating products – from antifouling to fouling release – that have evolved to meet the market’s needs and adhere to successive international and environmental regulations.

In a move toward offering full solutions and guarantees (see a former SeaDrone blog related to this topic), coating companies find themselves in a position in which they need to systematize the entire coating product – from painting, to frequent inspections, to cleaning. Robotics offer a unique and timely solution to this need.

Robotics as the next step in Marine Coatings Evolution

As a next step in the evolution of marine coatings and hull maintenance, the market seems poised to increasingly adopt more robotic technology, notably with Jotun’s March 2020 release of the HullSkater for coatings maintenance and hull cleaning that has garnered significant media and market attention.

Robots are used for in-water hull maintenance, pressure washing old coatings and re-painting ship hulls while in dry dock, or for doing other hull maintenance while the ship is in dry dock or during UnderWater Inspections In lieu of Dry-docking (UWILD) surveys such as removing the fouling after the organisms have already attached. Robotic use in marine coatings is still a burgeoning field with much room for growth.

One of the exciting developments in this field was in July 2019, when Hapag-Lloyd, a German container shipping company, began testing Hull Treatment Carrier (HTC) ship-painting robots with nine of its ships, at shipyards in Hamburg, Marseilles, and Singapore. The HTC system is from the Austrian manufacturer Palfinger and is made up of several automated units that travel along the side of the ship’s hull while it is in dry dock. It removes old layers of paint from the hull with extremely high water pressure and then evenly applies new paint. This solves the problem of uneven painting by human hand and decreases coating costs. The quality of the paint coating is determined by two factors: a smooth surface and the paint application itself. For the best application of paint, the individual layers must be applied exactly at right angles to the surface to minimize overspray – spray mist that spills over from the intended section to the neighboring surfaces and making those sections rough.

Cleaning Robots

Besides Jotun’s cleaning robot, other systems currently on the market include the CleanROV, Mini-Pamper and HullWiper ROV, and Fleet Cleaner. The EFTCoR family of robots designed by DSIE offers an integral solution for hull blasting before repainting. The Automated Hull Maintenance Vehicle (AHMV) is an ROV that measures paint thickness.

The Robotic Hull Bio-inspired Underwater Grooming tool (Hull BUG), developed by SeaRobotics and funded by the US Navy Office of Naval Research (ONR), is a robotic crawler that performs frequent grooming through light cleaning of fouling films.

Inspection Robots

Besides painting and cleaning robots, the market has been burdened by the use of divers for ship hulls assessments. The questions around this task include:

  •  When does the ship need to be cleaned?

  • How well is your coating performing?

  • Has your fleet efficiency declined due to biofouling?

While most cleaning robotic systems are very large - especially those that collect the ship’s fouling – an inspection robot is ideally small and easy to deploy, such as the suite of SeaDrone robots including the latest SeaDrone PRO released this month.

From Antifouling Coatings to Fouling Release Coatings

The first large-scale commercial use coatings were antifouling coatings. These evolved over centuries from their early form in the mid-1700s when thin sheets of copper were nailed onto ship hulls, to the modern antifouling paints that use cuprous oxide or other copper compounds in formulated paints. You need only to look at the color of most ship hulls to be reminded of the importance of copper as a key ingredient; historically copper paints were red, and most ship hulls remain red today.

Antifouling coatings excrete biocides (literally “life killing”) that kill organisms which would otherwise attach to the hull. The problem with this method is that anti-fouling coatings are often toxic and the materials they release are harmful to the environment. Once it was documented in the 1980s how anti-fouling coatings polluted the water column, disrupted the hearing systems of whales and other marine mammals, and severely impacted commercial oyster production, regulations were put in place to transition away from biocides. The most notable offender was Tributyltin, or TBT. The International Maritime Organization (IMO) established a ban on the application of TBT antifouling on ship hulls in 2003 in the International Convention on the Control of Harmful Anti-fouling Systems on Ships. Then from January 1, 2008, any presence of TBT on ship hulls was banned altogether.

Regulations on the marine coatings industry include IMO’s antifouling treaty, the Biocides Product Directive (BPD) in the EU, REACH in Europe, Solvents Emissions Directive (SED), and the SOLAS Performance Standard for Protective Coatings for dedicated sweater ballast tanks in all types of ships. In addition, the IMO launched IMO 2020 that lowered the amount of Sulphur allowed in fuel from 3.5% to 5%.

These regulations, along with more calls for sustainability and corporate social responsibility, forced industry chemists to innovate with less biocides, less solvents, and a smaller range of raw materials to include in their coating formulas.

The industry transitioned to fouling release coatings. Instead of using chemicals like TBT and copper compounds that excrete into the water column, fouling release coatings make it physically difficult for the organism to attach itself to the hull; the organisms can’t grab on tight enough or perceive the ship’s surface as so water-like that it is not even worth the attempt at attachment. The key with fouling release coatings lies in their reliance on the action of the water across their surface; ships need to be moving at speed for fouling release coatings to be effective. Organisms may latch on while the ship is in port, but will then slough off once the ship is going fast enough through the water. Most fouling release coatings are based on silicone hydrogel (such as Hempel’s Hempasil X3+ or PPG’s Sigmaglide 1290) or fluoropolymers (such as International Paint’s Intersleek 1100SR) that provide a low-friction, ultra-smooth surface.

Other materials such as silyl acrylate (used in Jotun’s SeaMate) and epoxy-polysiloxane (used in Jotun’s SeaLion Resilient) are also used in antifouling coatings.

The Future for Marine Coatings

Today different ships use different coatings according to their particular needs and the frequency with which they need to drydock or undergo inspection. Different sections or pieces of the ship may require different coatings. For example, seawater ballast tanks, propeller shafts, and bow thrusters all have different water exposure and flow over their surfaces and require corresponding coatings.

There are about 80,000 large merchant ships operating around the world, most of which require a hull cleaning about every two years depending on the region in which the ship trades, however, they are still operating on average about 15% less efficient than with a newly cleaned hull. The ships with the greatest need for long-term coating solutions are those operating in fouling rich waters and that have extended idle time. Harmful biofouling growth can take as little as two weeks to appear on a ship’s hull.

Coating technology has continually evolved to meet the market’s needs, from antifouling to foul release coatings, from copper plates used centuries ago to smooth paints that trick marine organisms into registering a ship’s hull as a water-like surface. The next step in this evolution is a greater use of robotics, from cleaning to painting to inspection robots such as the SeaDrone PRO. The use of robotics in marine coatings continues to be an exciting field worth watching.

 

To learn more, visit SeaDronePro.com.

“Coating companies find themselves in a position in which they need to systematize the entire coating product – from painting, to frequent inspections, to cleaning. Robotics offer a unique and timely solution to this need.”
 
Jotun Hull Skating Solutions

Jotun Hull Skating Solutions

 
“Robotic use in marine coatings is still a burgeoning field with much room for growth.”
 
TecHullClean’s Crawler is brush-based and uses hydraulic suspension to ensure the brushes rotate with the right amount of pressure against the ship’s hull and coating system to effectively remove marine fouling. However, it’s operating mode is semi-…

TecHullClean’s Crawler is brush-based and uses hydraulic suspension to ensure the brushes rotate with the right amount of pressure against the ship’s hull and coating system to effectively remove marine fouling. However, it’s operating mode is semi-hybrid, using a combination of a diver and external power supply.

 
The RovingBat ROV is a hybrid combing a traditional ROV with a crawler, which has a double dome cavitation system that allows the RovingBat to conduct high-pressure water cleaning and removing marine growths for the ship’s surface.

The RovingBat ROV is a hybrid combing a traditional ROV with a crawler, which has a double dome cavitation system that allows the RovingBat to conduct high-pressure water cleaning and removing marine growths for the ship’s surface.

 
SeaDrone PRO is an inspection vehicle that is designed to be rapidly deployed to inspect subsea structures. The PRO’s new auto-focus and manual focus camera allows you to capture crisp photos and video even with particles in the water.

SeaDrone PRO is an inspection vehicle that is designed to be rapidly deployed to inspect subsea structures. The PRO’s new auto-focus and manual focus camera allows you to capture crisp photos and video even with particles in the water.

 
 
 
Journal of Materials Chemistry B / Schematic of marine AF coating approaches: (a and c)  Biocide-release based strategies; (b and d) non-biocide-release based  strategies. / Royal Society of Chemistry

Journal of Materials Chemistry B / Schematic of marine AF coating approaches: (a and c) Biocide-release based strategies; (b and d) non-biocide-release based strategies. / Royal Society of Chemistry

 
 
"The next step in this evolution is a greater use of robotics, from cleaning to painting to inspection robots..."
 
 
Recent progress in marine foul-release polymeric nanocomposite coatings / ScienceDirect

Recent progress in marine foul-release polymeric nanocomposite coatings / ScienceDirect