the paints and coatings guide 2013

8/13/2019 The Paints and Coatings Guide 2013

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ShipInsightApril 2013

Paints and

Coatings

PRACTICAL MATTERS

Information and approval status of all systemsnot employing Active Substances

PRODUCTS

What potential customers need bear inmind when choosing the right system

Critical information on marine technology and regulation


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3/60shipinsight.com | March 2013 | 1

Introduction

Coming up to scratch

Its like watching paint dry is a term ofen used to describe something

dull and tedious; but or a ship, paints and coatings are essential products

designed to protect it rom the inevitable gradual process o corrosion

and to ensure that its hull remains ree o ouling and thus contribute to

significant uel savings.

Inside and out, paints and coatings have a role to play. Externally thereis both a protective and aesthetic role. First impressions are important

both to customers and to inquisitive inspectors but protection is also

needed inside and in some very inhospitable areas. Te cargo hold o a

bulk carrier needs protection rom both corrosion and physical damage

and protection against corrosion is also vital in ballast tanks, void spaces

and the cargo tanks o crude and chemical tankers.

Until very recently shipowners were more or less ree to decide what

parts o a ship were coated and with what. But that is changing, andalthough rusty ships will almost certainly be around or many years to

come and most probably orever some areas o a ships structure are

already subject to mandatory coating and to definitive standards under

both IMO regulations and the IACS common structural rules.

Tings are also shaping up or regulations to be drawn up compel-

ling owners to not only apply anti-ouling or oul release coats but to

ensure that they remain in good condition regardless o when the next

scheduled drydocking is due to take place. O course the soaring cost obunker uel should already be a sufficient spur or owners to accept any

new regulation without too much complaint but even so there is bound

to be resentment at yet another compliance hoop to jump through.

Malcolm Latarche

Introduction
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Paints and Coatings

ContentsEditor:Malcolm [email protected]

Head of Design: Chris Caldwell

Layout & Production:John Amy

Advertising Sales:[email protected]

ShipInsight Ltd145-157 St John Street

London EC1V 4PWUnited Kingdom

www.shipinsight.com

The Paints and CoatingsGuideis produced by ShipInsight Ltd.Care is taken to ensure theinformation it contains isaccurate and up to date.However ShipInsight Ltdaccepts no responsibility forinaccuracies in, or changes to,such information.

No part of this publication maybe produced in any form or bymeans including photocopyingor recording, without thepermission of ShipInsight Ltd.

Register at shipinsight.comtoreceive the next free guide.

Chapter 1 Regulations .........................................4Background to the convention and how to comply

Chapter 2 Technologies .................................... 11

Fast track to a Federal regime and examining

the differences

Chapter 3 Products (Primers) ........................... 15The methods employed, how they work and the

pros and cons of each

Chapter 4 Products (Ballast Tanks

and Cargo Spaces) ............................................... 23

What potential customers need bear in mind when

choosing the right system

Chapter 5 Products (Fouling Control) ............. 27

Information and approval status of all systems

making use of an Active Substance

Chapter 6 Practical Matters .............................. 59

Information and approval status of all systems not

employing Active SubstancesShipInsight
http://www.westfalia-seperator.com/http://www.shipinsight.com/mailto:[email protected]://www.shipinsight.com/http://www.shipinsight.com/http://www.shipinsight.com/http://www.shipinsight.com/http://www.shipinsight.com/mailto:[email protected]://www.shipinsight.com/http://www.westfalia-seperator.com/


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CRUISE CONTROL

The PPG logo andBringing innovation to the surface.are trademarks of PPG Industries Ohio, Inc.SIGMAGLIDEand SIGMA COATINGSare registered trademarks of PPG COATINGS NEDERLAND B.V.The Pullmantur Zenith, and the above image, are properties of Pullmantur Cruises.*Statistic confirmed by customers.

Setting the benchmark for reduced maintenancecosts and guaranteed fuel savings.

At PPG, our knowledge in marine coatings technology is helping to increase

vessel productivity and profitability with the SIGMAGLIDEsiliconefouling release system. SIGMAGLIDECoatings are specially formulated

to provide optimal hull smoothness from the outsetfor immediate fuelsavings of up to 8 percent*. And, because it doesnt contain biocides,

its friendly to marine life. The tolerance of our coatings and the supportprovided by PPGs experienced staff help our customers fit critical shipyard

and ship owner schedules. Outstanding color and gloss retention as well asin-service durability reduce maintenance. Find PPGs global marine products

under the leading brand name SIGMA COATINGS. Visit ppgpmc.comtolearn how PPG innovation is helping the marine industry control costs and

steer toward better performance.


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Paints and Coatings

4 | shipinsight.com

Leaving aside trivial things such as having a ships name, place o registra-

tion and loadline marks painted on the hull, there are three aspects o

IMO regulations that cover paints and coatings and there may very soon

be a ourth.

Te first o the three current regulations was considered important

enough to warrant its own governing convention. Unlike so much IMO

regulation which details what ships must do or carry, the International

Convention on the Control of Harmful Anti-fouling Systems on Shipswhich was adopted in October but only came into orce on Sep-

tember is totally geared to preventing the use o certain products.

Te convention covers all vessels including FSUs and FPSOs.

Initially the product at which the convention was aimed was tributyl-

tin (B), a substance developed through the s and first used in the

s and which the IMO itsel concedes is probably the most effective

biocide so ar devised or the maritime industry. Beore the convention

came into orce all o the leading coatings manuacturers had alreadyceased production o B products and were developing replacement

products.

Not all o the new coatings used on the hulls are affected by the con-

vention. Tere are now three different technologies used in products or

coating or the underwater parts o a ship. anti-oulings contain a biocide

to kill organisms that adhere to the ull, oul release coatings are designed

to prevent organisms attaching by a variety o methods and hard coats

present a smooth surace which can be cleaned using equipment that

would remove or damage the other two types o coating.

As with most IMO treaties, there is provision or countries to opt out

o it but even should they do so their vessels will not be welcome in most

Chapter 1

Regulations
http://www.westfalia-seperator.com/http://www.westfalia-seperator.com/


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Regulations

parts o the world. Any party to the treaty is obliged to apply it to vessels

flying their flag or which they otherwise have some control over, and to

prevent any vessel o whatever flag entering their ports. Since most o

the worlds major economies are parties to the treaty, only a very ewdomestic vessels and some trading between adjacent countries that are

not signatories can afford to ignore the treaty.

esting or banned products by Port State Control inspectors is allowed

under the convention but there is very little evidence to suggest that this

is done on any great scale. Ships above gt are obliged to undergo an

initial survey beore the ship is put into service or beore the Interna-

tional Anti-ouling System Certificate required under regulation or

o the convention is issued or the first time. Ships are also obliged to

undergo a survey when the anti-ouling systems are changed or replaced

and the details o the survey recorded on the certificate.

Te certificate records the type o anti-ouling used, the manuacturer,

where it was applied and by whom and even extends to the colour o the

coating. Generally as long as the certificate appears to be in order, PSC

inspectors are unlikely to order tests on the coatings although this can

never be discounted. Te convention includes a clause which states that a

ship shall be entitled to compensation i it is unduly detained or delayed

while undergoing inspection or possible violations o the convention.

The Black List

As mentioned earlier, the convention does not approve any products but

is purely a prohibiting convention with a black list o banned substances.

oday, organotin is still the only substance on the banned list which is

contained as Annex I to the convention. However, there are expectations

that other products may be added over time.

Copper-based products are ofen mentioned as being likely candidatesor uture banning. For any product to be added to the list, an amend-

ment is required under article o the convention which will first be

subject to a lengthy investigation process described in articles and .

As the shipping industry in general and the coatings manuacturers

in particular are likely to be aware o any move to add a substance to

the banned list well in advance o any action actually being taken, the

length o time needed or the process is not likely to cause headaches or

operators. Even so the convention does allow any vessel affected by anamendment to Annex I a period o grace o up to months or until the

coatings were due or renewal whichever is the earlier.


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Paints and Coatings

6 | shipinsight.com

Around the corner

It is somewhat ironic that the ban on B was brought in because a

build-up o the biocides rom anti-oulings was causing casualties among

some species and now new regulation looks certain to encourage more othe same in a bid to stop the spread o invasive species.

Te realisation that species can be transerred around the world

other than in ballast water seems to have finally dawned on regulators

and in July the IMO a issued MEPC.() entitled Guide-lines for the control and management of ships biofouling to minimize the

transfer of invasive aquatic species.Te document came with a request or

IMO member states to take action to implement the guidelines as ully

as possible.So ar there has been no international movement to make the guide-

lines binding but just as with the matter o ballast water treatment, some

local attempts are being made to enact legislation. Not surprisingly,

Caliornia has been a leader in this regard as there is no Federal US regu-

lations on the issue although the USCG regulations on ballast water

treatment do make mention o bioouling management.

Te IMO guidelines have been picked up by several classification soci-

eties and some coatings manuacturers including International Paint.Consequently there are now a number o model bioouling management

plan (BMP) templates available ree o charge and ready advice on offer.

A typical BMP will record details o hull coatings and provide practi-

cal guidance on measures to minimise the risk o transerring invasive

species rom ships bioouling.

Tat guidance would cover maintenance o anti-ouling systems and

operational strategies such as matching coatings to environmental condi-

tions likely to be encountered. A good BMP would ensure that actors

such as slow steaming or long periods o inactivity are taken into account

and paying particular attention to areas such as propellers, rudders,

thrusters, anchors and chains, sea chests and chain lockers where condi-

tions can permit organisms to survive or quite long periods.

Unless a vessels flag state or a port state declares otherwise, the guide-

lines are voluntary but something that a prudent ship operator should

consider implementing. As well as providing practical experience or

the time when regulation eventually arrives, successully managing bio-

ouling also has a beneficial effect on ship efficiency and thus reduces

uel bills.

Mandatory coatings are not yet something that operators need to


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Regulations

worry about but as rom the January , ships have been required to

implement a Ship Energy Efficiency Management Plan (SEEMP). Under

IMO regulations the exact date or individual ships is the first interme-

diate or renewal survey afer January . Since hull ouling has anobvious detrimental effect on a ships efficiency it is evident that the mat-

ter o anti-ouling should be covered in its SEEMP. aking voluntary

action on bioouling could also make a ship more attractive to potential

charterers and an obvious concern or environmental matters is likely to

influence official inspectors in a positive way.

Performance Standards for ProtectiveCoatings Ballast Tanks

Every shipowner should know that ballast tanks have historically proven

a troublesome part o the ship to maintain and also that any ailure in

their structure can have catastrophic results. Any movement o the ship

can start a scouring process inside the tank by sand and sediments taken

in during ballasting.

Cleaning and coating o tanks was most ofen carried out more to meet

cost and time limits rather than to a high standard. Inspection o ballast

tanks during construction, repair and in service was also ofen a cursory

process and the standard o training sometimes such that difficult to spot

deficiencies were overlooked.

As work at the IMO on the ballast water treatment convention was

coming to a close attention there, and in IACS, turned to addressing

the issues o ballast tank coatings. In at MSC the IMO adopted

Resolution MSC.() Performance standard for protective coatings ofdedicated seawater ballast tanks on all new ships and of double-side skin

spaces of bulk carriers, which was made mandatory by way o amend-

ments to SOLAS regulations II-/-, also adopted at the session.Te amendments subsequently entered orce in and applied to

newbuild contracts rom that date. As rom July most vessels deliv-

ered are covered by the new standards. Te resolution title is generally

reerred to in abbreviated orm as PSPC. Existing ships built beore

and those contracted beore then but commenced later are not covered

by the regulation.

Te PSPC applies only to dedicated seawater ballast tanks in all types

o ships above gt and double side skin spaces in bulk carriers abovem loa which are constructed o steel. It does not apply to cargo holds

in bulk carriers that are sometimes used or ballast purposes. It is based


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Paints and Coatings

8 | shipinsight.com

on a detailed specification and requirements which intend to provide a

target useul coating lie o years, which is considered to be the time

period, rom initial application, over which the coating system is intended

to remain in GOOD condition.GOOD is not a vague term but is defined as: A condition with spot

rusting on less than % o the area under consideration without visible

ailure o the coating. Rusting at edges or welds should be on less than

% o edges or weld lines in the area under consideration. Te actual

useul lie will vary, depending on numerous variables including actual

conditions encountered in service.

While there is a requirement or the owner to maintain the coatings

to the standards during the lie o the ship, the most onerous parts o the

regulation is directed at coating manuacturers, coatings contractors and

inspectors. Te PSPC is ormulated around two-coat epoxy coatings but

permits alternatives such as Nippon Paints NOA HS Sel-Indicating

one-coat epoxy coating system.

wo coats were stipulated or the simple reason that the second and

lighter colour coat allows easy identification o areas where coverage

has been missed. Te one-coat epoxy system has a very different colour

depending upon the coating thickness making it relatively easy to see

both under and overcoated areas.Te PSPC requirements say that products used or ballast tank coat-

ing must be type approved but they go ar beyond that simple statement

with inormation on how the type approval process should be carried

out. A great deal o the PSPC is about preparation o the tank suraces

and structures. Tis is understandable given that even the best coatings

will ail i suraces have not been properly prepared. Inspection standards

are also covered in the standard.

On delivery o the ship, the owner should also be given a Coatingsechnical File (CF) detailing the coatings used, shipyard work records,

type approval certificates, results o inspections during construction and

guidance on repair and maintenance. Once the ship is in service, the

owner will be responsible or recording all repair and recoating activity

together with appropriate documents. Te flag state surveyors should not

issue a saety Construction Certificate until the CF is completed and his

own inspection recorded.

One aspect which was not covered in the PSPC that some consideris a serious omission is the potential or some ballast water treatments

systems particularly those that make use o active substances to be


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incompatible with the particular coatings used on individual ships. Tere

is a degree o dispute between coatings manuacturers and treatment sys-

tem suppliers as to which o them should test or compatibility. Some

treatment system makers have begun tests with different coatings andcan give assurance but with so many systems and coatings on the market

there are many permutations and owners should initiate discussions on

compatibility at an early stage i later problems are to be avoided.

Performance Standards forProtective Coatings Cargo Tanks

Four years afer the PSPC or ballast tanks was adopted by the IMO,

a similar regulation was adopted to cover the cargo tanks o crude oiltankers. It would appear that the move was necessary due to the move

rom single-hull to double-hull crude oil tankers. Te phenomenon o

accelerated corrosion in cargo oil tanks had begun to be investigated in

the mid to late s when double-hull tankers became common.

A report by OCIMF suggested that in addition to the more

conventional corrosion mechanisms, a possible contributory cause o

accelerated corrosion has been microbial attack rom bacteria in the

cargo oil. It would appear that, as crude oil is ofen loaded at tempera-tures higher than ambient air and sea temperatures, during the loaded

passage the temperature o the cargo tank structure is being maintained

at higher levels than normal due to the insulating effect o the double hull

spaces.

A new SOLAS Regulation II-/-, which entered into orce on

January , on corrosion protection o cargo oil tanks o crude oil

tankers, requires cargo oil tanks to be protected against corrosion

and makes IMO Resolution MSC.() Performance Standard for

Protective Coatings for Cargo Oil Tanks of Crude Oil Tankersmandatory.

Tese regulations are generally reerred to as PSPC CO. As with the

PSPC or ballast tanks, the regulation is directed more to the shipyard

and coating supplier than to the vessel owner although the obligation to

maintain and repair does pass to the owner on delivery.

Since SOLAS did not actually contain a definition o a crude oil

tanker it was necessary to address this omission as well. Te new regula-

tion came into orce in January and applies to crude oil tankers o

,dwt and above or which the building contract is placed on or afer

January or in the absence o a building contract, the keels o which

are laid or which are at a similar stage o construction on or afer July

Regulations


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Paints and Coatings

10 | shipinsight.com

or the delivery o which is on or afer January .

It was already common practice to apply protective coatings in

the upper and lower areas o cargo oil tanks but the IMO PSPC CO

regulations set out more exact specifications. Te ollowing areas are theminimum areas that shall be protected according to the IMO text:

. Deckhead with complete internal structure, including brackets con-

necting to longitudinal and transverse bulkheads. In tanks with ring

rame girder construction the underdeck transverse raming to be coated

down to level o the first tripping bracket below the upper aceplate.

. Longitudinal and transverse bulkheads to be coated to the uppermost

means o access level. Te uppermost means o access and its supporting

brackets to be ully coated.

. On cargo tank bulkheads without an uppermost means o access the

coating to extend to % o the tanks height at centreline but need not

extend more than m down rom the deck.

. Flat inner bottom and all structure to height o . m above inner

bottom to be coated.

Coatings must be type approved according to strict guidelines aimed at

simulating exposure to a generic crude oil. Te development o a testing

protocol or new products was entrusted by the IMO to the International

Paint and Printing Ink Council. o undertake this work, the council

established a working group that was composed o representatives rom

class societies, shipowner groups, shipyards, testing laboratories and

coating companies.Te PSPC CO approval process or the actual coating on a vessel ol-

lows closely the procedures used in the PSPC or ballast tanks including

the requirements or surace preparation, or a CF and a target useul

lie o years in GOOD condition or the coating.

A practical alternative for cargo tanks

Most o the leading coatings manuacturers have developed type-

approved coatings to meet the standard so compliance should notpresent any problems or owners. For owners looking or an alternative

option to coatings or newbuildings, Japanese class society Nippon Kaiji



Regulations

Kyokai (ClassNK) has developed what it claims as the worlds first set o

guidelines or the application o corrosion-resistant steels to the cargo oil

tanks o oil tankers. Tey were accepted as an alternative to coatings as

part o Resolution MSC.().As a result, crude oil tankers over ,dwt contracted or construc-

tion afer January are able to use corrosion-resistant steel or the

inner suraces o cargo oil tanks. As the use o corrosion-resistant steel

eliminates the need or the expensive acilities, preparation and finish-

ing work associated with coating application, while reducing the need

or maintenance and coating reapplication, the demand or such steels is

expected to grow in the uture.

ClassNK certification was issued or the new NSGP- steel (Nippon

Steel Green Protect) manuactured by Nippon Steel and confirms that

the material complies with the IMOs new perormance standard or

corrosion-resistant steels. ClassNK has been involved since the start o

development o corrosion-resistant steels, working closely with steel

manuacturers, shipyards and shipowners, as well with the IMO and

other organisations.

Te Guidelines on Corrosion Resistant Steel or CO document

was released in January . It is too early to estimate how the cost o

corrosion-resistant steel will compare with conventional material, butthe society is confident that any additional cost will be more than offset

by avoiding the additional time, labour and resources needed to apply

coatings.

Health and safety

All coatings products contain substances known as volatile organic

compounds (VOCs) which are released into the atmosphere during

application and curing o the coating. Te level o VOCs is requentlycontrolled by local regulations particularly in the developed world and

places such as shipyards may be subject to inspection to ensure rules are

being adhered to.

In most instances this will be a matter or the contractor and not the

ship operator to concern themselves with. However, VOCs present both a

health and fire risk and should be taken into consideration when crew are

carrying out any repair and maintenance to coating systems. A prudent

operator would include the risk assessment in its ISM procedures andshould ensure that any other hazards associated with any particular prod-

uct are identified rom the makers material saety data sheets (MSDS) or


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Paints and Coatings


other issued saety advice. Tere are other saety issues or an operator to

consider when crew are tasked to work on coatings. Tese include use o

PPE and more generally applying sae practices or working at heights,

overside and in enclosed spaces.

Dry Cargo Holds

Tere are no regulations affecting dry cargo holds in the same way as

there are or ballast tanks and crude oil cargo tank. However, holds and

particularly those in bulk carriers are subject to corrosion and dam-

age cause by the cargo handling methods and the cargo itsel. Since the

majority o bulk carriers are single-skin vessels, the inside o the hold is

also the hull and the double bottom tank tops. Tereore any corrosion islikely to affect the structural integrity o the vessel and thereore will be

given special attention by PSC, P&I and class inspectors and surveyors.

Some typical bulk cargoes such as coal, sulphur and ertilisers can

themselves be corrosive and under the appropriate conditions o temper-

ature and humidity can cause severe corrosion wastage in unprotected

parts o the structure. For these reasons cargo holds are ofen coated,

usually with epoxy coatings.

Te coatings used in cargo holds should be able to withstand physi-

cal damage such as experienced when shooting hard cargoes such as

coal and ores and abrasion and gouging caused by the movement o the

cargo during the voyage. Mechanical damage can also be cause by cargo

handling equipment such as grabs and buckets used during discharge.

Many leading manuacturers produce coatings specially designed or

use in cargo holds. Te coatings are notably robust and ofen o a hard

coat type. Because some coatings can contain substances harmul to

human health, certificates proving that the coating on a ship is harmless

may be required by some administrations.



Technologies

While coatings are o course products, they are highly complex ones and

a huge amount o science and chemistry has gone into their development.

From a ship operators point o view this will hardly appear to matter but

i the wrong product is used or any particular purpose, or i incompat-

ible products are used in conjunction with one another then the result

will not meet expectations and could even affect the liespan o the vessel.

Coating systems usually consist o a primer, possibly a tie coat and

one or more coats o the chosen product. All the products have a role toplay with the primer being the first barrier against corrosion, a tie coat

i necessary will bond the primer and the top coat and the top coat will

provide the protection the coating system is designed or.

Products rom different manuacturers may employ similar technolo-

gies but usually a manuacturer develops its own products to work best

together. Te paint store on a top end ship will usually reflect this but

urther down the scale o good management this will not always be the

case.Te vast majority o coatings are applied when the ship is being

constructed or during routine drydockings. Application by a ships crew

is usually restricted to repair and maintenance work or or aesthetic

reasons. Except in a very ew cases, the quality o work by the crew is

unlikely to match that o coatings contractors. I insufficient attention

is given to surace preparation, mixing and method o application, the

result will inevitably be inerior.

All leading makers supply the necessary inormation required or both

health and saety reasons and or technical advice. For ships with internet

access, most o this material can be accessed directly rom the makers

website.

Chapter 2

Technologies


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Paints and Coatings


Layers of protection

On any coating system, the base coat will be the oundation upon which

all subsequent coats are reliant upon. It must adhere to the steel substrate

and will offer a degree o protection against corrosion. At the point intime when coating contractors begin work on a newbuilding the struc-

ture o the ship will almost certainly have some shop primer covering.

Shop primers are used during abrication and will need to be mechani-

cally prepared or removed beore the application o the system primer.

Tey should not be conused with the main primer coat which orms the

basis o the coating system.

oday it is common practice to use a universal primer in newbuilding

coatings rather than the range o different products that were used untilquite recently. A universal primer may seem to be a compromise solution

but in act it would seem to have many benefits.

From the shipyards point o view, a universal primer may cost more

but it does reduces waste and allows or economies o scale in bulk

purchases. For the paint manuacturers, product lines can be optimised

and R&D more ocused on whole systems rather than individual prod-

ucts. Shipowners might not appear to benefit directly but assuming the

yards cost savings are passed on then there is a financial benefit and inall probability the coatings will be o a higher standard as workers will be

more amiliar with the product.

For newbuilding work, almost all primers will contain zinc because

o its highly effective anti-corrosion properties. Tere are two basic type

o zinc primers zinc silicate and zinc epoxy. Te ormer is considered

better or initial coating at the shipyard while the epoxy is considered as

the best option or repair and maintenance work because there is less o a

requirement or a high standard o surace preparation.

Epoxy Products

Tis group o products are widely used on ships and account or most

coating systems other than those below the waterline or bioouling

management. Tey come as either pure epoxies or modified epoxies. Te

modified epoxies will have added ingredients designed or a specific pur-

pose such as reducing curing time or application on areas

Epoxy coatings need to harden or cure to orm the outer protectivecoating. Tis can take a considerable time but with the use o a hardening

agent the time is much reduced. For this reason most epoxy coatings are

two-pack products; one being the resin and the other the hardener.



Technologies

Te two parts have to be mixed in precise ratios or the declared

properties o the final coating to be achieved. Te hardening process

is affected by a number o actors with temperature being particularly

important. Coating thickness and humidity also affect drying times andquality o finish.

Even when a coating is applied in ull accordance with the manuac-

turers instructions the curing process can take several days or weeks

beore the maximum protective effect is achieved. During this period,

care should be taken to avoid damage to the coating. Attempting to speed

up a repair job by adding more hardener or adding solvents to extend

the working time o a properly prepared mix will also have detrimental

effects on the final finish.

Epoxy coatings are used extensively or ballast tanks, cargo tanks and

cargo holds. In some instances it will be possible or a coating to react

with particular cargoes. Operators o chemical tankers should be well

aware o the compatibility o coatings and cargoes and will doubtless

have procedures in place to prevent loading o cargoes in inappropriate

tanks. Some regulatory authorities such as the EU and the FDA prohibit

the carriage o some oodstuffs in tanks and holds with a coating that can

react with or be absorbed into the cargo. Coatings makers will publicise

the products which have been given approval by such bodies.

Moisture Cure Urethane

Moisture curing urethane or polyurethane coatings are single compo-

nent coatings in which the curing process is a chemical reaction with

atmospheric water. Tey are an effective and economical coating and can

be applied independent o the weather (temperature, humidity and dew

point), dry quickly and are surace tolerant. Because this type o coating

does not have to be mixed in the same way as two-component coatingsthere is no risk o error in mixing components. In addition, the coat-

ings remain elastic and resistant to UV radiation to provide long term

durability.

Te drying rate o one-component coatings is dependent on the

relative atmospheric humidity and the temperature. Low temperature

and low atmospheric humidity may slow down the drying considerably.

Fouling ControlPreventing weed and animal growth on the submerged parts o a ships

hull is one o the most effective means o reducing uel consumption.


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www.ecospeed.be

EU Office

Phone: + 32 3 213 5318

Fax: + 32 3 213 5321

[email protected]

US Office

Phone: + 1 727 443 3900

Fax: + 1 727 443 3990

[email protected]

Ecospeed gives a very thorough

and lasting defense against ca-

vitation and corrosion damage for

a ship hulls entire service life.

The coating equally provides the un-

derwater hull with an impenetrable

protective layer while its flexibility

enables absorption of the forces that

are produced by cavitation. This

prevents the damage normally

caused by this phenomenon.

By removing the existing paint

layers and applying Ecospeed on

the hull we can break the never

ending cycle of painting, suffering

damage, having to perform exten-

sive repairs in drydock followed

by a full repainting, again and again.

With an Ecospeed application no

full repaint will be needed during

drydocking. Ecospeed is guaranteed

for ten years. At the most, minor

touch-ups will be required.



Technologies

Even in the days o wooden vessels when uel consumption was not a

actor to consider, there was a need to protect the hull rom ouling and

attack by animal such as the eredo worm which would literally eat the

timbers o the vessel. o protect vessels rom the ravages o the eredoworm copper sheets would be attached to the bottom o the ship. Copper

is still used as a biocide in ouling protection and, as a result o the ban on

coatings containing tin, is once again in common usage.

Te roughness o the hull on a microscopic scale also increases ric-

tion and reduces uel efficiency. It also gives ouling organisms an easier

surace to adhere to. Te improved smoothness any underwater coating

can allow is considered a benefit and is used in marketing coatings prod-

ucts.

At least three different technologies are used to combat or prevent

ouling with all having pros and cons. anti-oulings contain a biocide

which releases gradually killing weed and organisms that attach to the

hull. Foul release systems contain no biocide and work by preventing

weed and organisms rom attaching to the hull. Tese break down into

two types; hard coatings and silicone-based products. Te latter type

have been urther developed and there are now several products with

nano properties that not only present a smooth surace that ouling finds

difficult to adhere to but actively repels any organism that may attemptto settle on the hull.

Anti-fouling

Several grades o products are produced by leading manuacturers with

perormance generally increasing in line with price. Te biocide in the

current crop o anti-oulings is invariably a copper-based substance.

Tere are plans by some US states to ban the sale o copper-based anti-

oulings at some uture point. A similar move in the Netherlands orleisure craf was overturned by courts there. With no obvious replace-

ment or copper biocides yet available, a ban or commercial shipping is

not considered imminent.

At the lower end o the scale o anti-ouling products are what are

known as contact leaching coatings which release their biocides by di-

usion into water which penetrates into them. ypically these contain

lower levels o rosin and have a very short lie span sufficient only to last

between interim and special survey drydockings. An improved versionhas higher levels o rosin and the depletion rate o the biocide is more

controlled and can last up to months. Both types do little to improve


20/60

Paints and Coatings


hull roughness beyond the quality o the application.

A urther step up the scale are sel-polishing coatings which, as their

name suggests, are polished smooth all the while the ship is underway.

wo types are available but not necessarily rom all manuacturers. Silyl

acrylate based products polish slowly initially beore the rate o polish-

ing steadily increases whereas metal acrylate systems polish ast initially

beore reaching a steady state.

Te banned B coatings were considered to have a linear polish-

ing perormance with the rate o polishing and biocide release constant

throughout the lie o the product. Manuacturers strive to develop

products that match this perormance with greater or lesser degrees o

success. Products which come closest are considered the top tier o anti-

ouling and command a premium price.

Foul Release

Since these products contain no biocides o any description they are

considered more environmentally riendly and are unlikely to be subject

to any restrictions in the same way that anti-oulings may. Some oul

release coats are passive and some have an active repellent property as an

added eature. Some products in this category have a long track record

having been used extensively by operators in Japan which stopped the

use o B well beore the global ban came into effect.

Most oul release coatings are silicone-based and have a relatively

sof surace. Most o the species that attach to ships hulls do so using

some type o natural adhesive. In order to attach strongly this adhesive

must cover a relatively large area o the hull and bond to it. Te very

smooth non-stick surace that is made possible by oul release coatings

coupled with the vessels movement through the water means that weed

and organisms do not easily find a ooting on the hull. Tose that domanage to attach during periods o inactivity when the vessel is in port

or at anchor or prolonged periods may cause some reduction in per-

ormance but to a ar less extent than on an untreated hull or a depleted

anti-ouling.

Te very smooth surace o oul release coats also means less drag and

so allows or a higher uel efficiency. It is or this type o product that

most o the claims o significant uel savings are made. Tere certainly

seems to be no shortage o ship operators willing to endorse oul releasecoatings.

Standard silicone oul release coatings are not immune rom some



Products (Primers)

degree o ouling and to improve on their perormance manuacturers

have developed products with an added eature. Nano technology has

allowed coatings to be developed with springs that physically repel

organisms or in other cases to have a hydrogel layer which ools organ-isms by making the coating appear to be nothing more than seawater.

As premium products this amily o coatings is under constant devel-

opment. One o the most recent products developed by International

Paints claims to prevent even the bacterial slime layer that is ound on

all ships.

Another type o oul release products are commonly known as hard

coatings and rely on a very smooth and very hard non-stick surace to

be effective. Te hard surace is achieved using various means including

the inclusion o glass platelets in the product that orm an impenetrable

barrier. Tese products make use o the same method as silicone versions

to prevent ouling.

In general, these products carry a significant cost premium over other

coatings. Against this must be weighed the act that some makers are

prepared to offer ten-year guarantees against coating deects and claim

a lie span o around years or their product except or mechanical

damage such as may be caused by collisions with other vessels and fixed

and floating objects.For all types o oul release coatings the benefit can be maintained

longer by regular cleaning. Cleaning can be done in drydock or under-

water by divers. Te type o equipment will vary rom water jetting to

hard brushing depending upon the type o coating involved.


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Paints and Coatings


Te ollowing inormation is mostly taken rom manuacturers publicity

material and may contain opinions expressed by the manuacturers. Fur-

ther details o the products and matters related to them can be obtained

direct rom the makers or at the websites listed.

Advanced Marine Coatings ASwww.amcoat.no

Te AMC primers combine the qualities o any traditional primer with

what the makers says are the superior properties o the Carbon Nano

ube (CN) reinorced epoxy coatings. It may be applied in any area

requiring primer and through its excellent adhesion ensures that any top

coat extends its usage over time.

Advanced Marine Coatings Heavy Duty PrimerIs a two-component, surace-tolerant epoxy anti-corrosion system with

high solid content or all types o steel structures. It provides excellent cor-

rosion protection in both reshwater and seawater. For use in newbuilds,

maintenance and repair work. Tis product can be used in combination

with any other AMC products.

Advanced Marine Coatings EpoxymasticAnother two-component, surace-tolerant epoxy anti-corrosion system.

AMC Epoxymastic is tailor made or corrosion protection and flexibility.

Combining the usability o traditional mastic coatings with CN gives a

unique adhesion and longevity.

Chapter 3

Products (Primers)



Products (Primers)

Brunel Marine Coating Systemswww.brunelmcs.com

EnviroMarine SystemTis system is a hard coat epoxy resin with % solids and containing no

solvents. A chemical and mechanical bond to substrate and the chemi-

cal bonding o each layer, create a single impermeable protective coat. It

can be applied quickly using a conventional airless pump and needs no

specialised equipment or training.

EnviroMarine can be applied in high humidity or light rain and does

not need variable mixtures - the coating process will not be delayed by

ordinary weather conditions. Te same product can be used as a oul

release coating and in ballast tanks and cargo holds.

Chugoku Marine Paintswww.cmp.co.jp

BANNOH 1500Tis is a typical Universal Primer applicable or all areas including

ballast water tanks and outer hull. It allows almost all different kinds o

subsequent coats providing good adhesion and contributes total costsaving due to higher solid. It is low VOC type, which contributes to the

improvement o global environment and working condition, and it also

provides a smooth coated surace.

With the use o CMPs hydrolysis anti-ouling paint or hulls, it

delivers uel savings, induced by low riction between sea water and

smooth coated surace.

Hempelwww.hempel.com

HEMPADUR UNIQ 47741/47743wo related sel-priming, two-component, high-build, pure epoxy paints,

polyamide/amine cured and abrasion and corrosion resistant.

Both can be used as a universal primer or sel-primed high per-

ormance coating system or atmospheric or in-water service. Tey

provide the possibility o reducing the number o primers or new-build-ing. HEMPADUR UNIQ is intended or use in warm climates

above C/F and is intended or use in cold climates down

to -C/F.


24/60

Paints and Coatings


International Paintswww.international-marine.com

Intershield300With a proven track record on over , vessels since ,

Intershield is claimed to be the industry benchmark in IMO PSPC

compliant anticorrosive perormance. Tis abrasion resistant, (>%) alu-

minium pure epoxy coating, offers long term asset protection, control o

through lie maintenance costs, enhanced vessel earning potential, excel-

lent application properties and low temperature workability.

Intershield300HS

New IntershieldHS is a high solids version o the above, which offers% volume solids and reduced VOC emissions, without compromis-

ing build productivity. With the aluminium content maintained at >%,

Intershield HS is said to deliver excellent corrosion control.

Intergard7600Intergard is a light coloured pure epoxy universal primer providing

good abrasion resistance and corrosion control. It offers excellent appli-

cation properties, low temperature workability and true long overcoating

intervals.

Intergard787With % volume solids, Intergard helps meet the environmental

challenge with reduced VOC emissions, application time and cost, in

addition to cutting the amount o cleaner used, wastage and packaging. It

has an excellent track record in Korean Newbuilding shipyards.

Intergard5600/5620 (Summer/Winter)

Tese light coloured, epoxy universal primers have excellent sprayabilityall year round and are based on proven anticorrosion technology.

Jotunwww.jotun.com

Jotacote Universalis a two-pack abrasive resistant high solid (%) pure epoxy or use in

newbuildings and or maintenance.



Products (Primers)

Jotamastic rangeTe Jotamastic range is a amily o twin-pack surace tolerant epoxy

primers that can also be used as finish coats. Jotamastic is the basic

product intended or less severe environments with Jotamastic designed or more severe environments and a long lie as the mid-range

product and Jotamastic having the longest lie and suited or any envi-

ronment. Jotamastic AL, Jotamastic ALand Jotamastic ALare

improved versions containing aluminium flakes to give a waterproo bar-

rier. Jotamastic GFand Jotamastic GFare the premium products

in the range containing glass flakes or an impenetrable abrasion resistant

surace.

Jotamastic SFis a high solid solvent ree version that is ideal or hot

work in confined spaces.

MCU Coatingswww.mcucoatings.com

MCU-Zincis a single component moisture cure urethane coating that can be applied

in % to % humidity and to damp substrates. It is resistant to moisture

within min. o application and is ast curing.

MCU-MIOzinc is a single component moisture cure urethane based on MCU Zinc

and containing micaceous iron oxide. MCU-Coatings claim it to be an

anti-corrosive primer that has proved to be more surace tolerant than

epoxy mastic coatings and to outperorm perectly applied inorganic zinc

primers.

MCU-Aluprimeis a high solids surace tolerant, aluminum and micaceous iron oxide

primer or errous and non-errous metal substrates with outstanding

barrier protection against corrosive elements. MCU Aluprime can be

used as primer, intermediate or topcoat in immersion-, splash zone or

atmospheric exposure.


26/60



Products (Primers)

Sherwin-Williamswww.sherwin-williams.com

Fast Clad EpoxyPrimer is an ultra high solids epoxy amine primer engineered or immer-

sion service in sea water ballast tanks, uel/sea water ballast tanks, and

petroleum storage tanks. Te rapid return to service properties o this

coating provide superior protection compared to conventional epoxies.

A version called Blue OAP contains fluorescent pigments that show up

under UV light highlighting areas where the topcoat has not been prop-

erly applied.

Sigma Coatingswww.sigmacoatings.com

SIGMAPRIME rangeTe SIGMAPRIME range consists o high-quality, multi-purpose epoxy

anti-corrosives that have been specifically designed to suit modern ship-

yard building practices and to ensure excellent long-term corrosion

protection. Applied in two layers, the coating serves as a proven high-

quality, water ballast tank system. As evidence o its success it was appliedon the water ballast tank o the very first IMO PSPC type-approved ves-

sel.

SIGMAPRIME 200wo-component, multi-purpose, anti-corrosive epoxy system. Low-

temperature version delivers excellent perormance when applied down

to -C (F). Can be specified up to m (.mils) df in one single

coat.

SIGMAPRIME 700% high-solids, two-component, multi-purpose, anti-corrosive epoxy

system. Low-temperature version provides excellent perormance when

applied down to -C (F).

SIGMAPRIME 800% High-solids, two-component, multi-purpose, anti-corrosive epoxy

system. Low-temperature version provides excellent perormance when

applied down to -C (F).Can be specified up to m (.mils) df in one single coat.


28/60

Paints and Coatings


Advanced Marine Coatings ASwww.amcoat.no

Advanced Marine Coatings Cargo HoldTe abrasion and atigue resistant properties o this coating is idealor the challenges aced by bulk carriers. Wear and tear on the cargohold coatings is considerably reduced and re-painting can be done lessrequently. Strengthening Epoxy coating with Carbon Nanotubes hasproven that a dramatic increase the abrasion resistance and suracesmoothness o marine coatings can be acheived. In addition the excep-tional smooth surace o the AMC Cargo Hold makes it considerablyeasier to clean and reduces time used or cargo hold cleaning com-pared to other alternatives.

Advanced Marine Coatings BallastCarbon nanotube (CN) modified two component solvent ree epoxy

systems or all types o ballast tanks and other types o tanks in ships con-

taining salt water and exposed to difficult substances like sand and gravel.

In addition to reinorcing the coating, which is done by the nanotubes,

AMC also improves the viscosity o the paint and adhesion to steel and

other difficult suraces. AMC Ballast ank coat systems can be applied

ree o pores and the dense structure o the coating provides optimumprotection against corrosion. It also prevents cracking by vibrations and

movements and reduces the risk o disposal on the edges and in other

vulnerable areas.

Chapter 4

Products(Ballast tanks and cargo spaces)



Products (Ballast tanks and cargo spaces)

Advanced Polymer Coatingswww.adv-polymer.com

A US-based company that specialises in tank coatings or chemical andproduct tankers.

MarineLine 784MarineLine is claimed as the only high perormance lining that with-stands all IMO approved chemical cargoes. Its unique cross-linkedpolymer structure does not allow a chemical cargo to permeate thelining. Te maker claims that Tis Forced Hot Air, Heat Cure coatingoutperorms stainless steel and all other coatings providing the highestchemical resistance available on the market today. Being heat cured inthe shipyard enables MarineLine coated tanks to carry aggressivecargoes immediately out o the shipyard without restrictions.

MarineMendIs a two-component % solid coating manuactured with the samepolymer as MarineLine. MarineMend is supplied in complete smallsized kits or quick and easy repairs o mechanically damaged Marine-Line coating, holidays (pinholes), and damage rom welding due tomodification work in cargo tanks.

GuardLine LTCGuardLine LC (Low emperature Cure) cures in the range o+C/+F. APC says the coating can avoid the additional cost andtime o a high-temperature orced-hot air heat cure, which is neces-sary or the high chemical resistance o the companys MarineLine system used or chemical tankers and their more hazardous cargoes. Itis intended or the clean petroleum products, bio-uels, vegetable andedible oils, and dirty petroleum products markets.

Brunel Marine Coating Systemswww.brunelmcs.com

EnviroMarine SystemTis system is a hard coat epoxy resin with % solids and containing no

solvents. A chemical and mechanical bond to substrate and the chemi-

cal bonding o each layer, create a single impermeable protective coat. It

can be applied quickly using a conventional airless pump and needs no

specialised equipment or training.

EnviroMarine can be applied in high humidity or light rain and does

not need variable mixtures - the coating process will not be delayed by


30/60

Paints and Coatings


ordinary weather conditions. Te same product can be used as a oul

release coating and in ballast tanks and cargo holds.

Chugoku Marine Paintswww.cmp.co.jp

EVAMAX 2000 and EVAMAX 2000 FTese two related coatings are low VOC heavy-duty coatings based upon

a combination o epoxy resin, a special abrasive resistant agent and poly-

amide curing agent. Tey possess an excellent range o characteristics

:- strong adhesion, very good anticorrosive perormance, and a high

degree o inherent toughness/scratch/abrasion/impact resistance.In addition to cargo holds the products are suitable or protection oexposed deck areas.When used as part o an approved scheme, these products have theollowing testresults/certificationEVAMAX :Grain Contamination esting - Report No./EVAMAX F: FDA Certificate


HEMPADUR EM 35740Developed or smaller difficult access areas where climate control and

surace preparation is difficult. It is a two-component, ultra high solids

and very low VOC epoxy coating with good sel-priming properties and

is suited or application even under humid conditions and on marginally

prepared suraces. reated areas such as ballast tanks, can quickly be re-

immersed and put back in service. It is especially recommended or spots

and small area onboard maintenance and repair in water ballast tank. It

can be used on moist suraces, under conditions o % relative humid-

ity and is mainly intended or brush application.


31/60

With nearly a centurys marine paint and coating experience, Hempelcan always provide the protection you need to keep business moving.We believe in working closely with you to understand your specicchallenges. This enables us to supply a solution that not only keeps yourvessel in prime condition, but that also makes sound nancial sense.

Take the 60-second test and discover the product that best suitsyour needs at antifouling.hempel.com

Proven performance.Dependable value.


32/60

Paints and Coatings


HEMPADUR QUATTRO 17634A two-component universal epoxy paint which cures to a hard and tough

coating with good resistance to abrasion, seawater and various oils. As a

universal epoxy and sel-primed high perormance coating system oratmospheric or in-water service, including cargo holds and water ballast

tanks to be coated according to IMO-PSPC requirements. HEMPADUR

QUARO is intended or all year application down to -C/F

and or in-shop applications where ast recoating and handling is

required.

HEMPADUR QUATTRO ALU 45604A two-component aluminium pigmented universal epoxy paint, which

cures to a hard and tough coating with superior anticorrosive propertiesand good resistance to abrasion, seawater and various oils. Designed as

a universal epoxy and sel-primed high perormance coating system or

atmospheric or in-water service and as primer or HEMPADUR QUA-

RO or water ballast tanks. HEMPADUR QUARO ALU

is intended or all year application down to -C/ F and or in-shop

applications where ast recoating and handling is required.

HEMPADUR QUATTRO FIBRE 47604A two-component aluminium pigmented universal epoxy paint with

synthetic mineral fibres, which cures to a hard, tough and abrasion resis-

tant coating with superior anticorrosive properties, good resistance to

seawater and various oils and significantly improved crack resistance. It is

a universal epoxy and sel-primed superior perormance coating system

or atmospheric or in-water service.

HEMPADUR QUARO FIBRE is intended or all year

application down to -C/ F and or in-shop applications where ast

recoating and handling is required. Can reduce cracking and break downin high stress areas characterised by harsh in-service conditions such as

mechanical flexing/impacts and cycling o wet/dry conditions and high/

low service temperatures.

HEMPADUR ULTRA STRENGTH 47500Tis is a sel-priming, two-component, high-build, pure epoxy-poly-

amine paint which cures to a very abrasion, impact and corrosion

resistant coating. It is applicable by standard heavy duty airless sprayequipment. Designed as a heavy duty coating or areas exposed to abra-

sion and aggressive corrosive climate such as hatch coamings and cargo

holds o bulk carriers and is particularly suited or hard, angular cargoes




such as coal, iron ore and bauxite. It has grain certification rom New-

castle NHS. year major repair interval.

HEMPADUR IMPACT 47800

A sel-priming, two-component high build pure epoxy paint which curesto an abrasion, impact and corrosion resistant coating. It is applicable

by standard heavy duty airless spray equipment. As a dedicated heavy

duty coating or hatch coamings and cargo holds o bulk carriers. year

major repair interval. Tis coating is certified or carriage o grain and

FDA compliant or dry ood contact.

HEMPADUR 15400A two-component, amine adduct cured epoxy paint, which cures to a

coating with excellent resistance to a wide range o chemicals as listed in

Hempels CARGO PROECION GUIDE (available rom the company

website).

HEMPADUR 15500Tis is a two-component, amine adduct cured phenolic epoxy (novolac)

paint, which cures to a coating with excellent resistance to a wide range

o chemicals.

GALVOSIL 15700Described as a two-component, solvent-borne, sel-curing, inorganiczinc silicate with outstanding resistance against weathering and abra-sion. It has excellent chemical resistance within the pH range -. Tiscoating can be used as a general purpose, heavy-duty, rust-prevent-ing primer; as a single, complete coating or long-term protection osteel exposed to moderately to severely corrosive environment and toabrasion and as a tank lining in accordance with the Hempel CARGO

PROTECTION GUIDE.


34/60

Paints and Coatings



Te company has a range o products designed or ballast and cargotanks and cargo holds.

Ballast Tank Products

Intershield .A light coloured abrasion resistant, aluminium pureepoxy coating giving excellent long term anticorrosive protection andlow temperature application capability. Intershield is the premiumperorming product in the International Paint ballast tank coatingrange.

Intergard is an epoxy coating with an extensive track record atmaintenance and repair. Intergard and the low temperature ver-sion Intergard , offer high perormance corrosion protection orwater ballast tanks. Te buff and grey colours enhance inspection andworking conditions.

Designed primarily or use on-board by riding squads or ships crews,

Interbond is a light coloured, two pack epoxy particularly suited to

repair at sea as it is both surace and damp tolerant.

Interprime . A one pack, light coloured, surace tolerant ballast tank

repair system or economic on board maintenance.

Cargo Hold Coatings

Intershield Plus Internationals toughest ever cargo hold coating

that has been specifically designed to withstand the impacts o modern

high speed belt conveyors, requently used at loading. Shooting damage

rom such mechanisms can have a dramatic effect on coating lietimes.

Intershield - a two-pack, high perormance, abrasion resistant pure

epoxy coating. Its excellent mechanical properties limit mechanical dam-

age and subsequent corrosion. With an extensive track record and proven

perormance it offers outstanding long term protection.

Intergard - an aluminium two-component pure epoxy coating

offering good corrosion and abrasion resistance.

Interbond - a surace tolerant, anticorrosive primer, available in two

grades: a temperate version or use at temperatures down to C (F)


35/60


36/60

Paints and Coatings


and a low temperature curing version or use at temperatures down to

-C (F).

Cargo TanksInterline Range

Featuring new Bimodal Epoxy technology, Interline provides zero

cargo absorption or many cargoes. Internationals smoothest tank lining

yet, its glossy surace makes tank cleaning easier. With enhanced cargo

resistance, it offers a step change in perormance compared to standard

epoxy phenolic technology.

Offering over % ewer cycling restrictions, it is suitable or carrying

all o the cargoes that epoxy phenolic can, plus a urther % o the largevolume cargoes that it cannot.

An epoxy phenolic tank coating, Interline , is designed or the

carriage o an extensive range o aggressive cargoes, providing opera-

tional flexibility within the chemical and spot market product trades.

Offers excellent chemical resistance and USA FDA / EU Food Contact

compliance.

Interline is a polyisocyanate cured, high perormance epoxy. Witha broad range o cargo carriage (including acrylonitrile) and sequenc-ing, it provides operational flexibility within the chemical and spotmarket product trades. Full chemical resistance is achieved withoutthe need or post curing.

Interline is the industry benchmark in pure epoxy technology orproduct tankers, providing good chemical resistance or flexible cargocarriage and meeting FDA regulations or carrying liquid oodstuffsinto the USA.

Interline is a zinc silicate coating designed or vessels engaged inthe neutral solvents and chemicals trade. It allows more efficient tankcleaning operations, control o VOC emissions and improved mud-cracking resistance.

Also available are:

Interline and Interline , are solvent ree cargo tank coatings,offering required cargo carriage capabilities and yard regulatory com-

pliance.




Jotunwww.jotun.com

BallastBalloxy HB Lightis a surace tolerant, two-pack, high build, epoxy mas-

tic based coating specially designed or ballast tanks.

Balloxy HB Light is resistant to abrasion, mechanical damage, stress

and exposure to the elements. It can be applied up to m in a single

coat without sagging (Jotun however recommend x m coats). It

can be applied directly to prepared suraces whether blast cleaned, power

tool or hand tool prepared or water jetted. It is also compatible with most

other generic types o paint and with cathodic protection.

Balloxy HB Lumiprovides all the benefits o Balloxy HB Light and con-

tains an Optically Active Additive incorporated in the paint which makes

it react to ultra violet light.

When the first coat is applied, ultra violet light rom a specialist lamp

is shone on to the surace to monitor the quality o the application. Areas

o high film thickness will appear much brighter than low film thickness.

First coat deects or areas o under thickness show up as black spots

under UV light. Remedial work can then be undertaken. When the sec-ond coat is inspected, any areas that have deects will be seen and, again,

these can be remedied.

Tis inormation and the condition o the coating can be easily moni-

tored and photographed throughout the lie o the vessel. Balloxy HB

Lumi provides great advantages in saving time, whilst improving the

standards o inspection, together with potential savings in material.

Cargo HoldsJotaguard seriesA range o three pure epoxy coatings or use in cargo holds. Te hardwearing epoxy based cargo hold coating Jotaguard is intended ormaintenance situations and is certified or carriage o grain. Jotaguardprovides very good protection or cargo holds subject to mechani-cal damage and corrosive climate. It protects against hard, angularcargoes and is FDA compliant and certified or carriage o grain.

At the top o the range the pure epoxy coatings Jotaguard and

Jotaguard Sprovide ultimate protection o cargo holds. Jotaguard

is a primer with excellent mechanical properties, and Jotaguard

S is recommended as a finish coat to maximise abrasion- and scratch

resistance. Te combination has very high mechanical strength and with-


38/60

Paints and Coatings


stands abrasion, impact and gouging in tough environments. Te coating

reduces the need or maintenance during operation and is FDA compli-

ant and certified or carriage o grain.

Cargo TankTankguardA range o coatings developed to protect different type o tanks against

corrosion and their cargo against contamination.

Tankguard Zincis designed or high value cargoes such as methanolbeing contracted or a certain period o time with short requentvoyages.

Tankguard Special Ultra is designed or transportation o cargoesincluding aggressive chemicals like methanol, bio-diesel and vegetableoils with up to % FFA. It is easy to clean and has a short recoverytime which makes it an ideal tank coating or product- and chemicalcarriers transporting a broad range o products with rapid turnover.

Which coating system to use, depends on ship type, trade pattern and

type- and aggressiveness o the chemicals and solvents to be shipped.

Operators have individual needs and may be orced to choose between

coatings that are resistant to the broadest range o cargoes or a clearly

defined cargo/group o chemicals. o help choosing the right coating,

Jotun has developed a web-based resistance list.

Tis includes all its specially designed tank coatings against over

, chemicals. Te resistance list includes an advanced search unc-

tion and a calculation tool. Te programme has the advantage o being

useable on-line as well as downloadable.

MCU Coatingswww.mcucoatings.com

Ballast TanksMCU-Masticis a coloured moisture cured intermediate/topcoat withoutstanding corrosion resistance and barrier perormance whenused or immersion or non-UV exposure service. MCU-Mastic has asmooth semi-gloss finish and is available in custom colours or inte-rior applications. MCU-Mastic is ree o any tar and so available inlight colours to acilitate interior tank inspection. It is intended or usein ballast tanks or cargo holds.




Cargo HoldsMCU-Aluprimeis a high solids surace tolerant, aluminum and mica-ceous iron oxide primer or errous and non-errous metal substrateswith outstanding barrier protection against corrosive elements. MCUAluprime can be used as primer, intermediate or topcoat in immer-sion-, splash zone or atmospheric exposure. FDA approved or use incargo holds.

Nippon Paint Marine Coatingswww.nipponpaint-marine.com

NOA Range

A range o coatings all two-component epoxy based and eaturing uniquepatented sel-indicating technology making use o pigment control

within the coating giving the ability to see the development o the colour

thus confirming i the correct thickness has been achieved. Tis reduces

the need or complicated thickness checking and also eliminates the need

or a two coat application as recommended by the IMO PSPC.NOA HSis a light coloured coating or corrosion protection o steelsuraces. It has been designed especially or use in ballast tanks, cargooil tanks and voids.NOA Fis recommended or cargo holds, as is NOA GFwhich is anabrasion resistant variant. NOA PCis or cargo and grey water tanks.

Sherwin-Williamswww.sherwin-williams.com

Ballast tanksTank Guard Epoxy Polyamide is an epoxy polyamide coating ormu-

lated or application on steel suraces in uel and salt water ballast tanks.Tis product complies with Military Specification MIL-PRF-C

ype V, Class , Grade C

Cargo TanksPhenicon HS Flake Filled Epoxy is a VOC-compliant epoxy novolacphenolic with micaceous iron oxide. Designed or use as part o a sys-tem or internal tank lining. Designed as part o a system to improveperormance in immersion service compared to non-micaceous iron

oxide filled coatings. Internal tank lining or most petroleum productssuch as: crude oil, unleaded gasoline, most aromatic solvents, motoruels, alkalies, and brines.

Phenicon HS Epoxy is a VOC-compliant epoxy novolac phenolic


40/60

Paints and Coatings


Transport all IMO

cargoes, especiallyaggressive acids, solvents and

alkalis, with MarineLine784

tank coating system. The

coating uses an impermeable

polymer-based technology toensure cargo product purity

from port to port.

for Chemical Tankers

Advanced Polymer Coatings

Avon, Ohio 44011 U.S.A.

THE tank coating system forhandling aggressive chemical cargoes.

+01440-937-6218 Phone +01 440-937-5046 Fax www.adv-polymer.com
http://www.westfalia-seperator.com/http://www.westfalia-seperator.com/http://www.westfalia-seperator.com/




coating ormulated or use as an internal lining or tanks used to holdcrude oil and most refined petroleum products including unleadedgasoline, MBE, aromatic solvents, and most octane booster blendingstocks. Light Blue contains Opti-Check OAP pigment technology or

rapid holiday detection with sae blue light inspection lamps.

Sigma Coatingswww.sigmacoatings.com

Ballast TankSigmaguard

Sigmacover , L, , L

Cargo HoldSigmacover, L

Sigmarine

Sigmashield , L, , L, , L,

Cargo TankSigmas websiteallows access to a tool that can be used to match cargoes

with appropriate tank coatings.

Te PHENGUARDsystem provides protection against a wide rangeo aggressive cargoes.

Te three-coat system is easy to apply using standard shipyard prac-

tices. It coners the ability to carry an exceptionally wide range o cargoes,

including highly aggressive loads such as methanol, EDC and atty acids.

It is also resistant to hot water as well as grey water and galley waste.Products include PHENGUARD //.

Te PHENGUARD system, developed rom the original tech-nology, meets the increasing demands or a wider application window,easy-to-clean surace and with the ability to be applied and to cure attemperatures down to C (F).
http://www.shipinsight.com/http://tris.sigmacoatings.com/http://tris.sigmacoatings.com/http://www.shipinsight.com/


42/60


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Paints and Coatings


specifications and every product can be used with each other in duplex

schemes as appropriate. Modern technology enabled increased volume

solids which automatically reduces Volatile Organic Compounds (VOC)

/ emission levels. Modern technology has also improved working pro-cesses, at application (higher volume solids = less anti-ouling paint to

apply and drums to dispose o), urthermore these products are compat-

ible with majority o existing grades o anti-ouling, and are suitable or

use on all ship types.

SEA GRANDPRIX 1000LLaunched in , this is an improved version o the long-established SEA

GRANDPRIX . It is a hydrolysis-type sel-polishing anti-ouling

paint or ship bottoms. It is a low-VOC paint which also gives consid-eration to the environment. It is suitable or all ship types including

container vessels and has a lie span o up to months.

SEA GRANDPRIX CF-10Tis is an unusual product being both tin and copper ree. It is sel-pol-

ishing anti-ouling paint that has been specially developed or the ocean

going vessels, based on a unique zinc polymer employing the ionomer

technology. Designed or all vessel types it has a service lie in the region

o five years.

SEAFLOW NEOAnother coating introduced in , SEAFLO NEO is a high perormance

B ree hydrolysis anti-ouling, utilising a new polymer to deliver an

ultra-smooth surace with sel-levelling technology and excellent sel-

polishing perormance, thus providing long term anti-ouling protection,

low riction resistance in resulting low-uel consumption. SEAFLO NEO

is claimed by the maker to be the lowest VOC(g/L) anti-ouling in thehydrolysis category.

SEAFLOW NEO SLTis is a premium version o the above with an ultra-smooth surace and

constant/lower polishing rate by means o advanced silyl technology as

well as micro pigmentation technology. Tanks to newly developed silyl

polymer and sel-levelling perormance, SEAFLO NEO SL is designed

in low VOC with high solid which can provide less quantity used or

specific docking interval without any undesirable ouling even or months docking interval.



Products (Fouling Control)


OLYMPIC+A sel-polishing, rosin-based anti-ouling with a high solid volume. Te

coating is reinorced with patented inorganic fibre technology or opti-

mal mechanical strength. Tis is described as an economic anti-ouling

coating or protection o vessels operating in not overly aggressive oul-

ing conditions or up to months. Te bioactive package provides good

protection or vessels operating in ouling conditions that are not overly

aggressive.

For maintenance and new building o bottom and boot top on deep-

sea vessels that operate at medium to high speeds. It is deal or vesselswith high activity levels and short idle periods.

OCEANIC+Oceanic+ is a proven and cost-effective hydrolysing anti-ouling coating

or reliable perormance in most trading waters. Oceanic+ can be speci-

fied or up to months. Oceanic+ is a sel-polishing anti-ouling based

on zinc-carboxylate technology with a high solid volume. Te coating is

reinorced with patented inorganic fibre technology or optimal mechan-

ical strength. Te efficient bioactive mixture provides steady protection

or vessels operating in ouling conditions that are not overly aggressive.

For both newbuilding and maintenance o bottom and boottop on deep-

sea vessels that operate at low to medium speed. Ideal or vessels with low

to medium activity levels and short to medium idle periods.

GLOBIC 6000Globic is an anti-ouling coating based on proven nano-capsules

technology. Globic delivers reliable perormance or up to months and a good return on investment. It is a sel-polishing, hydrolys-

ing anti-ouling that utilises the nano-capsule binder-system. Patented

inorganic fibre technology gives the coating extraordinary mechanical

strength. Te efficient bioactive mixture provides good protection or

vessels operating in normal to aggressive ouling conditions. For both

new building and maintenance o bottom and boot top on deep-sea

going vessels that operate at medium to high speeds. It is intended or

vessels with a medium level o activity.


46/60

Paints and Coatings


GLOBIC 9000Globic is a premium anti-ouling coating that delivers an outstand-

ing return on investment over extended docking intervals o up to

months in aggressive waters. It is a very efficient, sel-polishing, hydrolys-ing anti-ouling that uses nano-capsule acrylate binder technology or

highly controlled sel-polishing.

Patented inorganic fibre technology gives the coating extraordinary

mechanical strength. It offers premium ouling protection or vessels that

operate worldwide in aggressive ouling conditions. For both newbuild-

ing and maintenance o bottom and boottop on deep-sea going vessels

that operate at low to medium speeds.

DYNAMIC 79540Is a high solid, sel-smoothening and sel-polishing anti-ouling based

on a hydrolysing silyl acrylate binder that ensures effective polishing con-

trol. Tis coating contains an inorganic fibre reinorcement that provides

high mechanical strength. It is intended as an anti-ouling or bottom

and boottop especially on vessels operating at medium to high speed and

high activity with short idle periods and or service intervals up to

months.

DYNAMIC 79560A high solid, sel-smoothening and sel-polishing anti-ouling based on

a hydrolysing silyl acrilate binder that ensures effective polishing control.

Tis coating contains an inorganic fibre reinorcement that provides high

mechanical strength. For both newbuilding and maintenance o bottom

and boottop on deep-sea going vessels that operate at low to high speeds.

DYNAMIC 79580

A high solid, sel-smoothening and sel-polishing anti-ouling based ona hydrolysing silyl acrilate binder that ensures effective polishing control.

As with other products in the range, an inorganic fibre reinorcement

provides high mechanical strength. As an anti-ouling or bottom and

boottop on vessels operating in coastal trade at low to medium speeds

and low to medium activity.

HEMPASIL X3Tis is a third generation ouling release coating with high solids content.

It is a premium product described as a biocide-ree ouling release coatingthat delivers optimal uel savings and return on investment. An invisible

hydrogel microlayer makes it hard or ouling organisms to attach to the



Products (Fouling Control)

hull and the product has excellent sel-cleaning properties. Te coating is

designed or vessels with service speeds above knots.

Hydrex Underwater Technologywww.hydrex.be

EcospeedA hard coat product, Ecospeed contains a high concentration o embed-

ded glass platelets. It has a very low amount o volatile organic compounds

(VOC) and is typically applied in two coats o m df. Te high film

thickness and the presence o glass platelets which act as an impermeable

barrier explain why Ecospeed has excellent anti-corrosive properties. It

is extremely durable, making it perectly suited to be subjected to regular

in-water surace treatment.

Te timing o application is geared to the schedule o the yard. Tis

flexibility can be easily achieved with Ecospeed because the coating has

versatile application potentials. Either o the two required coats can be

applied at any time during the building process, even when there is a

winter period or serious bad weather between applications.

With Ecospeed only one application is required and the cost o any

uture repaints is eliminated apart rom repairs caused by contact dam-age. Tis also helps shipowners to extend their vessels drydock intervals

to . years when permitted by classification societies under extended

drydock programmes.

Ecospeed comes with a year guarantee and is expected to last the

lietime o the vessel. Some ouling will occur and can be removed by

cleaning services. Hydrex has its own team o cleaners at certain loca-

tions and can recommend contractors in areas where it is not directly

represented.


Intercept RangeIntercept LPP and Intercept are biocidal anti-oulings with

the first making ull use o the companys new LUBYON polymer tech-

nology which gives the coating a superhydrophilic surace. When thecoating is immersed, the seawater has a lubricating effect, resulting in

less riction. International paint claims this reduces drag and increases


48/60

Paints and Coatings


vessel efficiency giving average uel consumption and associated emis-

sions savings o % compared to typical controlled depletion polymer

anti-oulings.

Te coating surace also swells on

the paints and coatings guide 2013

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