Underwater Hull Cleaning and Diving Survey in Vietnam Asia

The Viet-Nhan Agriculture - Industry - Marine Control Inspection Group
45, Str. 03, Ward 04, District 03, Ho Chi Minh City, Vietnam
Tel. (848) 3832 - 7204 – (849) 03615612, Fax: (848) 3832 - 8393
aimcontrol@hotmail.com, ceo@aimcontrolgroup.com, www.aimcontrolgroup.com
HULL BIO-FOULING
Causes and Consequences
Solutions and Treatment
WHAT IS HULL FOULING?
• Bio-fouling
• The accumulation of marine growth on the underside and sides of ships.
• Three types depending on temperature and water quality.
• Shell species such as barnacles and mussels.
• Weed such as seaweed and brown weed.
• Slime caused by accumulation of algae
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AIM CONTROL UNDERWATER DIVING WORKS SERVICES COMPANIES IN VIETNAM &
GLOBAL
AIM Control underwater diving works services companies in Vietnam & Global is a experts on
the underwater diving works services in providing:
• UW HULL CLEANING
• UW HULL SURVEY
• UW HULL INSPECTION
• UW HULL & PROPELLER POLISHING
• UW HULL & PROPELLER PHOTO BY TAKEN CAMERA
• UW HULL & PROPELLER CCTV BY TAKEN CAMERA
• UW HULL & PROPELLER REPAIRING
• UW OTHER WORKS
Based in Vietnam, China, India, Korea, Asia, Europe, the Middle East Anywhere of Countries.
Email: inspection@aimcontrolgroup.com, aimcontrol@hotmail.com, cell: +84903615612.
Thank you
Dr Capt. Nguyen Te Nhan / G.D
Agriculture - Industry - Marine Survey & Inspection Group

-------------------------------------------------------
Tel : +84-8-3832-7204
Fax : +84-8-3832-8393
Cell. : +84903615612
E-mail: aimcontrol@aimcontrolgroup.com
MSN : aimcontrol@hotmail.com
Skype: aimcontrol
http://www.aimcontrolgroup.com
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HOW DOES FOULING OCCUR?
• A natural phenomenon and occupational hazard to which all ships are susceptible but
particularly in circumstances where ships remain idle/static in warm/tropical waters.
• The start of fouling is very dependent upon local conditions and fouling intensity variations
over time.
• The combination of warm and shallow water is the most challenging and will generally
cause fouling to attach sooner and grow faster.
• For stationary exposure when fouling normally is the biggest problem, periods of more than
10-14 days give a large increase in the risk of fouling
WHY IS FOULING A PROBLEM?
• Fouling can affect a ship’s hull, rudder, chests and propeller.
• Increases under water resistance to propulsion.
• Blocks main engine cooling intakes.
• Loss of speed by up to 10% as a result of reduced engine revolutions and high propeller
slip.
• Increase in fuel consumption by up to 40%.
• Dry docking necessary to remove fouling, cleaning costs and loss of time.
• Consequential losses, for example during the ship’s next employment.
CONTACT US
Email: aimcontrol@hotmail.com
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CLAIMS ARISING WHERE FOULING OCCURS DURING CHARTER SERVICE
Responsibility for losses arising due to fouling as between Owners and Charterers
Breach by Charterer of an express term by reference to warm water ports?
• Direct result of obeying Charterers’ orders to trade to a port outside permitted trading
limits?
• Waiver by Owners by complying with unlawful orders? Temple Steamship v. V/O Sovfracht
(1945) and The Kanchenjunga (1990)
• Express indemnities in Owner’s favour in the event of defined idle periods? See below.
Losses sustained as a result of complying with Charterer’s orders as to the employment of
the vessel – implied indemnity?
• Owners not entitled to claim in relation to navigational matters. See The Erecthion (1987)
• Owners not entitled to claim from Charterers where foreseeable losses and expenses are
incurred. See The Island Archon (1994)
• Leading case of The Kitsa (2005):
• Basis of claim: ‘Even when the charterer’s order was, beyond a shadow of a doubt, a
legitimate order with which the owner was bound to comply, the indemnity may be granted,
not merely in respect of liabilities incurred, but also in respect of loss or damage caused. In
such cases, however, much may turn upon the facts of the particular case, upon the terms
of the particular charter-party, and, in the light of these, upon what risks it appears each
party has agreed to bear...
• The test: ...we regard as wholly unrealistic any suggestion that the time actually spent by
the vessel at Visak went beyond any reasonable expectation on the part of an owner of a
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vessel similar to Kitsa as to how long this vessel might be required to spend there in the
course of entirely ordinary employment to the sub-continent. In our view, the risk of fouling
as a result of that employment was not a risk that owners in the present case cannot be
taken to have accepted.’
Relevant factors:
1) Contractual trading limits including warm water ports?
2) Legitimate employment orders by Charterers?
3) Time not exceed reasonable expectation?
4) No delays caused by Charterers?
5) Delays and the occurrence of fouling foreseen?
6) Risk is one accepted by Owners?
• See also London Arbitration 9/07
• But see by analogy The Appollonius (1978) where unexpected marine growth accrues at a
port to which Charterers had ordered the vessel to proceed under the charterparty.
Breach of redelivery obligations?
• Ordinary wear and tear. See The Pamphilos (2002)
• Where Charterers are in breach? See The Puerto Buitrago (1976) subject to damages/
‘cost of cure’ claim.
CONTACT US
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SPECIFIC/EXPRESS PROVISIONS AND THEIR EFFECTS
• ‘Should the vessel be kept by Charterers in tropical waters for more than 20 running days
either alongside berth and/or at anchorage and/or adrift whether under cargo operations or
not so that bottom growth takes place which affects vessel’s efficiency, then Charterers
shall either arrange for bottom cleaning for their time and expense or alternatively forfeit
any claims as to speed and/or bunker consumption’.
• ‘Should the vessel stay in a loading or in a discharging port more than 25 days whilst under
Charterers’ service and as a result of that is subject to underwater growth, barnacles, etc.
The Owners/vessel are not to be held responsible for any deficiency in speed/consumption
of fuel in such a case. Underwater cleaning/scrubbing to be arranged by Owners at
Charterer’s time and expense’.
• ‘In the event that the vessel’s speed capacity is reduced as a result of marine growth on
the vessel’s bottom by reason of the vessel being in a port or place for a long period, the
Owners shall not be responsible for reduction of speed or increase of bunker consumption
of the vessel up until such time as her next schedule drydock or a bottom cleaning
arranged by the Charterers at their time, risk and expense to the Owner’s satisfaction,
whichever is earlier’.
• ‘Owners will not be responsible when bottom fouling resulting from a prolonged stay in
port/anchorage and/or idling for a running period of more than 25 days under Charterers’
arrangements and orders. Owners are not responsible for reduced speed and/or increased
bunker consumption due to fouling from a prolonged stay’. •
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• ‘If the vessel is encountering prolong stay, minimum 30 days in a port and there is strong
reason to believe that the vessel’s hull has acquired excessive marine growth affecting
vessel’s speed/consumption due to the stay at this specific port, Owners are to arrange for
a diver inspection. Should the result of this diver inspection indicate there is excessive
marine growth on the hull, Owner/Charterers to arrange underwater scrubbing of the hull in
Charterers’ time and expense, prior to vessel’s departure from the port, if same can be
done without reasonable delay. If the underwater scrubbing is not available or cannot be
carried out at the port in question same to be carried out in Charterers’ time in the next
convenient port. Charterers agree no claim for under performance of the vessel for the
passage from the port in question until the next convenient port. Charterers agree no claim
for under performance of the vessel for the passage from the port in question until
underwater scrubbing is carried out’.
• ‘If the vessel is in a port of more than 20 days or idle at a safe anchorage for more than 20
days, Owners to appoint divers to check hull bottom and report with signature to
Charterers. If Charterers need hull bottoms cleaning at their discretion, Charterers are to
bear the cost of hull bottom cleaning. Owners shall endeavour to carry out bottom cleaning
at next available port where such facilities are available. Vessel is to remain onhire during
the cleaning operation. However, when practical, the bottom cleaning should take place at
the port where the ship has been laying for more than 20 days, but if it is not practical to do
so and cleaning has to take place at another location, Charterers have no right to lodge a
speed or bunker claim against the Owners during the periods the vessel is in a condition
and en route to the port identified where the hull cleaning is to be undertaken’
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• ‘The Charterers shall, in their time and at their risk and expense, arrange for the removal of
bottom-fouling if such bottom-fouling:
a) Was caused by the Vessel having been kept by Charterers in tropical waters for more than
10 (ten) consecutive days, either alongside a berth and/or at anchorage or adrift, whether
or not under cargo operation, so that bottom fouling takes place which affects the Vessel’s
efficiency; or
b) Is a natural and foreseeable consequence of the Vessel’s complying with the Charterers’
orders. Until such bottom-fouling has been removed, the Charterers shall be stopped from
presenting any claim for performance, speed or bunker consumption caused thereby. •
• Impacts on the common law position with regard to The Kitsa, placing responsibility for the
occurrence of bottom fouling on Charterers which arises as a result of a prolonged idle
period? •
• Relevant issues include (1) Running or consecutive days , (2) Interruption of consecutive
days? and (3) ‘Tropical’ or ‘tropical’ waters? •
• Impacts on the common law position with regard to The Rijn, placing responsibility for the
consequences of bottom fouling (specifically in relation to reduction in speed and/or
increased consumption) on Owners which arises from a short idle period? •
• Probably not as a matter of construction in the absence of very clear wording.
CONTACT US
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Solusions and Treatment on Bio-Fouling
Underwater ship hull cleaning:
AIM Control Divers Underwater Ship Hull Cleaning Works, Ship hull cleaning and divers
underwater works, Propeller Polishing and divers underwater works, Anode Installation and
divers underwater works, in water diving inspection and cctv in Vietnam. Contact us:
aimcontrol@hotmail.com; aimcontrol@aimcontrolgroup.com
Specializing in Underwater Ship Hull Cleaning and Repair Maintenance & Inspections in
Ports Vietnam, AIM Control’s Divers underwater works dept. was founded in 1993 and was
dedicated primarily to the needs of the maritime industry in the Ports of Hai Phong,
Hochiminh (Sài Gòn, Ben nghe, Nha rong, ICT, Tan Cang, Bong sen) ports, Vung tau (Thi
Vai, Phu My, ect.) ports, Nha trang (Vinashin, Cam ranh bay ect.) ports, Dung Quat (Doosan,
Germedept, PTSC, ect.,) ports
Some of these services are as listed below.
1.- Divers underwater works of ship hull repair in Vietnam:
AIM Control Underwater Cofferdam Installations
AIM Control Underwater Permanent Hull & Rudder repair
AIM Control Underwater Echo Sounder & Speed Log Replacement
AIM Control Underwater Stern Seal Repairs
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AIM Control Underwater Propeller Cropping & Edge Modifications
AIM Control Underwater Welding and Burning
2.- AIM Control Divers underwater works of ship hull maintenance in Vietnam & Global:
AIM Control’s dive teams can perform any type of vessel maintenance service required,
quickly and efficiently; in order to optimize vessel's efficiency and reduce operating costs and
ensure safety to the ship hull and parts in water at sea areas and in ports of Vietnam.
Ship hull cleaning and divers underwater works: AIM Control’s Diver teams currently
operating cleaning machines and diver’s hands which offer us great flexibility in meeting our
client’s demands while also providing us with equipment redundancy at sea areas and in
ports of Vietnam to underwater ship hull surfaces.
Sea chests, rudders and thrusters cleaning Divers underwater works: AIM Control’s Diver
teams also using diving services to clean Sea chests, rudders and thrusters at sea area and
in ports of Vietnam.
Propeller Polishing and divers underwater works: AIM Control’s dive teams can complete
multi stage micro polishings on the largest of propellers in usually four hours or less,
depending upon the maintenance program of the propeller. (To decrease speed and power
by up to 5 % compared to that of AIM Control’s propeller maintaining finished on the Rupert
Scale) at sea areas and in ports of Vietnam.
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Anode Installation and divers underwater works: While our dive teams are able to install all
types of anodes quickly and efficiently by either bolt-on attachment or by underwater wet
welding at sea areas and in ports of Vietnam..
Sea Chest Cleaning Divers underwater works: In addition to full hull, AIM Control’s Divers
underwater works has also hand tools to properly clean the gratings of all sea water inlets as
required. Sea inlet gratings are removed when needed in order to clean the interior of the sea
boxes at sea areas and in ports of Vietnam.
3.-Divers underwater works of ship inspection/ survey in Vietnam:
Ship-owners and marine ship organizations require a routine planned in-water survey or are
in need of an emergency inspection under extreme conditions; AIM Control’s Divers
underwater works has the experience and knowledge to complete an in depth survey safely
and under the strictest requirements. All inspections are conducted under the highest of
safety standards and conform to all Class requirements. A summary of these inspections are
outlined:
AIM Control In-water Class Approved Digital Video (underwater diving)
AIM Control In-water Digital Photography Inspections (underwater diving)
AIM Control In-water Damage Assessment (underwater diving)
AIM Control In-water Change of Ownership (underwater diving)
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AIM Control In-water General Condition of ship’s parts Inspection for purchase (underwater
diving)
AIM Control In-water Pre Dry Dock Inspection (underwater diving)
AIM Control In-water On/Off Charter Inspection (underwater diving)
AIM Control In-water Warranty Inspection (underwater diving)
4.-Divers underwater works of the marine other in Vietnam:
AIM Control Dry docking inspection
AIM Control grounding site location & plotting at sea areas and in ports
Verifying wreck position at sea areas and in ports
Defining debris field perimeter at sea areas and in ports
Preliminary heavy lift salvage inspections at sea areas and in ports
Emergency oil spill mitigation at sea areas and in ports
In water product recovery at sea areas and in ports
Wreck stabilization at sea areas and in ports
Wreck removal at sea areas and in ports
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Pier Inspection Services (in water Debris removal, as-built surveys, Hydrographic surveys,
Allision damage inspections, Obstruction surveys, Cathodic protection inspection & repair,
Marine borer assessment)
Others
5.- AIM Control Divers underwater works of the industrial in Vietnam & Global:
Traveling Screen Replacement & Repair at sea areas and in ports
Stop Log Placement & De-watering operation at sea areas and in ports
Trash Rack Fabrication & Installation at sea areas and in ports
Cable & Pipeline Repairs at sea areas and in ports
Sediment Removal / Sampling & analysis at sea areas and in ports
Inspection & Maintenance of Intake & Discharge Structures at sea areas and in ports
AIM Control’s experience to schedule the necessary steps to complete the job quickly and
efficiently in order to meet the vessel's schedule without any operational delays. AIM
Control’s Divers underwater works services are offered 24 hours a day, 7 days a week.
· Certified Underwater Inspectors
· Class Commercial Drivers Licenses
· Maintenance & Repair Technician

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· Certified emergency medical technician
· others
AIM Control’s Divers underwater works are able to utilize some of AIM Control’s specialty
services and techniques to these organizations with the same expertise that the maritime
community has come to expect from our underwater services over the years.
Agriculture - Industry - Marine Survey & Inspection Group

-------------------------------------------------------
Tel : +84-8-3832-7204
Fax : +84-8-3832-8393
Cell. : +84903615612
E-mail: aimcontrol@aimcontrolgroup.com
inspection@aimcontrolgroup.com
MSN : aimcontrol@hotmail.com
Skype: aimcontrol
http://www.aimcontrolgroup.com
Address: 45, Street 03, Ward 04, CXDT, District 03, HOCHIMINH City, Vietnam
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See more Ship’s Hull cleaning and Propeller Polishing.
This is underwater ship hull, parts cleaning & propeller polishing carried out by diver teams of
aim control at vung tau sea area, Vietnam to vessel/ship's name "ENDURANCE"
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SHIP'S HULL & PARTS BEFORE CLEANING & POLISHING
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SHIP'S HULL & PARTS AFTER CLEANING & POLISHING
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CHECKING & OVERTAKING
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ANODE INSULATION AND WELDING TO RENEW
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THE VIDEOS OF AIM CONTROL'S DIVING SHIP HULL CLEANING JOB FOR REVIEW
See more The underwater works and in water Hull cleaning & Propeller polishing, Camera
monitoring (CCTV).
See more The underwater works and in water Hull cleaning & Propeller polishing, Camera
monitoring (CCTV).
CONTACT US
Page 54 of 54

Underwater Hull Cleaning and Diving Survey in Vietnam Asia

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The Viet-Nhan Agriculture - Industry - Marine Control Inspection Group

Solutions and Treatment

WHAT IS HULL FOULING?

• The accumulation of marine growth on the underside and sides of ships.

• Three types depending on temperature and water quality.

• Shell species such as barnacles and mussels.

• Weed such as seaweed and brown weed.

• Slime caused by accumulation of algae

AIM CONTROL UNDERWATER DIVING WORKS SERVICES COMPANIES IN VIETNAM &

the underwater diving works services in providing:

• UW HULL & PROPELLER POLISHING

• UW HULL & PROPELLER PHOTO BY TAKEN CAMERA

• UW HULL & PROPELLER CCTV BY TAKEN CAMERA

• UW HULL & PROPELLER REPAIRING

Email: inspection@aimcontrolgroup.com, aimcontrol@hotmail.com, cell: +84903615612.

Dr Capt. Nguyen Te Nhan / G.D

Agriculture - Industry - Marine Survey & Inspection Group

HOW DOES FOULING OCCUR?

particularly in circumstances where ships remain idle/static in warm/tropical waters.

cause fouling to attach sooner and grow faster.

10-14 days give a large increase in the risk of fouling

WHY IS FOULING A PROBLEM?

• Fouling can affect a ship’s hull, rudder, chests and propeller.

• Increases under water resistance to propulsion.

• Blocks main engine cooling intakes.

• Increase in fuel consumption by up to 40%.

• Consequential losses, for example during the ship’s next employment.

CLAIMS ARISING WHERE FOULING OCCURS DURING CHARTER SERVICE

Breach by Charterer of an express term by reference to warm water ports?

(1945) and The Kanchenjunga (1990)

Losses sustained as a result of complying with Charterer’s orders as to the employment of

the vessel – implied indemnity?

incurred. See The Island Archon (1994)

• Leading case of The Kitsa (2005):

party has agreed to bear...

taken to have accepted.’

1) Contractual trading limits including warm water ports?

2) Legitimate employment orders by Charterers?

3) Time not exceed reasonable expectation?

4) No delays caused by Charterers?

5) Delays and the occurrence of fouling foreseen?

6) Risk is one accepted by Owners?

• See also London Arbitration 9/07

Breach of redelivery obligations?

• Ordinary wear and tear. See The Pamphilos (2002)

‘cost of cure’ claim.

SPECIFIC/EXPRESS PROVISIONS AND THEIR EFFECTS

any claims as to speed and/or bunker consumption’.

of fuel in such a case. Underwater cleaning/scrubbing to be arranged by Owners at

Charterer’s time and expense’.

bunker consumption due to fouling from a prolonged stay’. •

underwater scrubbing is carried out’.

bottom-fouling if such bottom-fouling:

occurrence of bottom fouling on Charterers which arises as a result of a prolonged idle

days? and (3) ‘Tropical’ or ‘tropical’ waters? •

consequences of bottom fouling (specifically in relation to reduction in speed and/or

increased consumption) on Owners which arises from a short idle period? •

• Probably not as a matter of construction in the absence of very clear wording.

Solusions and Treatment on Bio-Fouling