Run a Hull-PDCA cycle

No 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.

Prediction & Planning

(Prediction by Triple "CMP-MAP" approach) Professional coating selection


Application under professional supervision


Triple "CMP-MAP" approach

1. Operational profile analysis (report)

2. Power analysis (report)

3. FIR analysis (report)


Investigation of the "CMP-MAP" reports Solution for better performance

Due to the adverse environmental impacts represented by climate change, Greenhouse Gas (GHG) emissions 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.

  • Operational profile analysis

    Operational profile


    Antifouling specification

    Learn More

  • Power analysis

    Power trend analysis


    Learn More

  • FIR analysis

    Hull roughness


    Ship performance

    Learn More

Operational profile analysis

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.

Operating course

Temperature histogram

Speed histogram

Trend of activity rate

Type and film thickness of Antifouling paint (specification) is selected based on the big data analysis.

Power 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.


Data from on board ships  →

Data from on board ships

Speed (Log/ OG)

Fuel consumption / shaft power

Wind speed and direction

Swell height direction and spectrum

displacement etc.


Speed power curve

Trend analysis at constant speed

Hull performance Indicators

Source : The Naval Architect / January 2018 / Ship owner)

Heavy Barnacle



Measurement of changes in hull and propeller performance New standard on performance monitoring

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.

FIR analysis

Hull Roughness vs Ship Performance

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.

FIR Theory

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.

3D Hull Roughness Analyzer

CMP developed a Portable 3D hull roughness analyzer which can measure values (Rz, Rc and RSm) on actual shipbuilding sites.


Making the report

FIR calculation using speed and viscosity factors

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 coefficient Croughness obtained from friction resistance test.

Effective Horse Power (EHP ) can be calculated using other factors (CW, CF, K, ρ, S, and V ).

Within the viscous sublayer roughness never influences the friction resistance. Viscous sublayer’ s thickness is changed by ship speed.

Hull roughness effect estimation program by HOPE Light (NMRI)

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).

Heavy Barnacle


Direct Numerical Simulation (DNS)

DNS on 3D wavy roughness

 1. Long wavelength

 2. Short wavelength

By Tokyo University of Agriculture and Technology

Velocity profile measurement near the roughness by LDV measurement in cavitation tunnel. (NMRI)

14m flat plate test in 400m towing tank (NMRI)


Copyright © Chugoku Marine Paints, Ltd. All Rights Reserved.

Copyright © Chugoku Marine Paints, Ltd. All Rights Reserved.