The Paints and Coatings Guide 2013

Critical information on marine technology and regulation

ShipInsight April 2013

Paints and Coatings PRODUCTS

What potential customers need bear in mind when choosing the right system PRACTICAL MATTERS

Informationnot andemploying approval status all systems ActiveofSubstances

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Introduction

Malcolm Latarche

Introduction Coming up to scratch “It’s 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 there is 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, and although rusty ships will almost certainly be around or many years to come – and most probably orever – some areas o a ship’s 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 compelling 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 o bunker 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. shipinsight.com | March 2013 |

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Paints and Coatings

Contents Editor: Malcolm Latarche [email protected]

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

Head of Design: Chris Caldwell Layout & Production: John Amy

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

Advertising Sales: [email protected]

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the differences Chapter 3 – Products (Primers) ........................... 15 The 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

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employing Active Substances

CRUISE CONTROL

Setting the benchmark for reduced maintenance costs and guaranteed fuel savings. At PPG, our knowledge in marine coatings technology is helping to increase vessel productivity and profitability with the SIGMAGLIDE® silicone fouling release system. SIGMAGLIDE Coatings are specially formulated to provide optimal hull smoothness from the outset—for immediate fuel savings of up to 8 percent*. And, because it doesn’t contain biocides, it’s friendly to marine life. The tolerance of our coatings and the support provided by PPG’s experienced staff help our customers fit critical shipyard and ship owner schedules. Outstanding color and gloss retention as well as in-service durability reduce maintenance. Find PPG’s global marine products under the leading brand name SIGMA COATINGS®. Visit ppgpmc.com to learn how PPG innovation is helping the marine industry control costs and steer toward better performance.

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

Paints and Coatings

Chapter 1

Regulations Leaving aside trivial things such as having a ship’s name, place o registration 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, theInternational Convention on the Control of Harmful Anti-fouling Systems on Ships which was adopted in October but only came into orce on September 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 tributyltin (B), a substance developed through the sand first used in the s and which the IMO itsel concedes is probably the most effective biocide so ar devised or the maritime industry. Beore the convention came into orce all o the leading coatings manuacturers had already ceased production o B products and were developing replacement products. Not all o the new coatings used on the hulls are affected by the convention. 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 surace 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 4

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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 world’s major economies are parties to the treaty, only a very ew domestic 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 beore the ship is put into service or beore the International 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 manuacturer, 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 candidates or uture banning. For any product to be added to the list, an amendment 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 manuacturers 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 an amendment to Annex I a period o grace o up to months or until the coatings were due or renewal whichever is the earlier.

Paints and Coatings

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 o the same in a bid to stop the spread o invasive species. Tethan realisation that species be transerred around world other in ballast water seemscan to have finally dawned on the regulators and in July the IMO a issued MEPC. ( ) entitled Guidelines for the control and management of ship’s 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 guidelines binding but just as with the matter o ballast water treatment, some local attempts are being made to enact legislation. Not surprisingly, Caliornia has been a leader in this regard as there is no Federal US regulations on the issue – although the USCG regulations on ballast water treatment do make mention o bioouling management. Te IMO guidelines have been picked up by several classification societies and some coatings manuacturers including International Paint. Consequently there are now a number o model bioouling management plan (BMP) templates available ree o charge and ready advice on offer. A typical BMP will record details o hull coatings and provide practical guidance on measures to minimise the risk o transerring invasive species rom ships’ bioouling. Tat guidance would cover maintenance o anti-ouling systems and operational strategies such as matching coatings to environmental conditions 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 conditions can permit organisms to survive or quite long periods. Unless a vessel’s flag state or a port state declares otherwise, the guidelines 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, successully 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 6

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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 intermediate or renewal survey afer January . Since hull ouling has an obvious detrimental effect on a ship’s efficiency it is evident that the matter o anti-ouling should be covered in its SEEMP. aking voluntary action on bioouling 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 Protective Coatings – 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 of dedicated seawater ballast tanks on all new ships and of double-side skin spaces of bulk carriers, which was made mandatory by way o amendments 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 delivered are covered by the new standards. Te resolution title is generally reerred to in abbreviated orm as PSPC. Existing ships built beore and those contracted beore 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 above m 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

Paints and Coatings on a detailed specification and requirements which intend to provide a target useul coating lie 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 useul lie 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 lie o the ship, the most onerous parts o the regulation is directed at coating manuacturers, 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 coating must be type approved but they go ar beyond that simple statement with inormation on how the type approval process should be carried out. A great deal o the PSPC is about preparation o the tank suraces and structures. Tis is understandable given that even the best coatings will ail i suraces 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 Coatings echnical File (CF) 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 saety Construction Certificate until the CF is completed and his own inspection recorded. One aspect which was not covered in the PSPC that some consider is a serious omission is the potential or some ballast water treatments systems – particularly those that make use o active substances – to be 8

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Regulations incompatible with the particular coatings used on individual ships. Tere is a degree o dispute between coatings manuacturers and treatment system suppliers as to which o them should test or compatibility. Some treatment system makers have begun tests with different coatings and can 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 for Protective 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 oil tankers. 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 swhen 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 temperatures 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 reerred 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 regulation 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 abuilding contract, the o which are laid or which arethe at absence a similarostage o construction onkeels or afer July

Paints and Coatings 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 the minimum areas that shall be protected according to the IMO text: . Deckhead with complete internal structure, including brackets connecting 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 thedeck. . 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 ollows closely the procedures used in the PSPC or ballast tanks including the requirements or surace preparation, or a CF and a target useul lie o years in GOOD condition or the coating.

A practical alternative for cargo tanks Most o the leading coatings manuacturers have developed typeapproved coatings to meet the standard so compliance should not present any problems or owners. For owners looking or an alternative option to coatings or newbuildings, Japanese class society Nippon Kaiji 10

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Regulations Kyokai (ClassNK) has developed what it claims as the world’s 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 construction afer January are able to use corrosion-resistant steel or the inner suraces o cargo oil tanks. As the use o corrosion-resistant steel eliminates the need or the expensive acilities, preparation and finishing 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) manuactured by Nippon Steel and confirms that the material complies with the IMO’s new perormance standard or corrosion-resistant steels. ClassNK has been involved since the start o development o corrosion-resistant steels, working closely with steel manuacturers, 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, but the 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 requently controlled 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 and should ensure that any other hazards associated with any particular product are identified rom the maker’s material saety data sheets (MSDS) or shipinsight.com | March 2013 |

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Paints and Coatings other issued saety advice. Tere are other saety issues or an operator to consider when crew are tasked to work on coatings. Tese include use o PPE and more generally applying sae 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 damage 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. Tereore any corrosion is likely to affect the structural integrity o the vessel and thereore 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 temperature andthe humidity canFor cause severe corrosion unprotected parts o structure. these reasons cargo wastage holds areinofen coated, usually with epoxy coatings. Te coatings used in cargo holds should be able to withstand physical 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 manuacturers 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 harmul to human health, certificates proving that the coating on a ship is harmless may be required by some administrations.

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Technologies

Chapter 2

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 operator’s point o view this will hardly appear to matter but i the wrong product is used or any particular purpose, or i incompatible products are used in conjunction with one another then the result will not meet expectations and could even affect the liespan 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 to play 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 manuacturers may employ similar technologies but usually a manuacturer 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 ship’s 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 surace preparation, mixing and method o application, the result will inevitably be inerior. All leading makers supply the necessary inormation required or both health and saety reasons and or technical advice. For ships with internet access, most o this material can be accessed directly rom the maker’s website. shipinsight.com | March 2013 |

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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 in time when coating contractors begin work on a newbuilding the structure the ship almost certainly haveand some shop covering. Shopoprimers arewill used during abrication will needprimer to be mechanically prepared or removed beore the application o the system primer. Tey should not be conused 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 until quite 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 manuacturers, product lines can be optimised and R&D more ocused on whole systems rather than individual products. Shipowners might not appear to benefit directly but assuming the yards’ cost savings are passed on then there is a financial benefit and in all 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 surace 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 bioouling management. Tey come as either pure epoxies or modified epoxies. Te modified epoxies will have added ingredients designed or a specific purpose such as reducing curing time or application on areas Epoxy coatings need to harden or cure to orm the outer protective coating. 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. 14

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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 and quality o finish. Even when a coating is applied in ull accordance with the manuacturer’s instructions the curing process can take several days or weeks beore 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 component 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 surace tolerant. Because this type o coating does not have to be mixed in the same way as two-component coatings there is no risk o error in mixing components. In addition, the coatings 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 Control Preventing weed and animal growth on the submerged parts o a ship’s hull is one o the most effective means o reducing uel consumption. shipinsight.com | March 2013 |

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E

cospeed gives a very thorough

are produced by cavitation. This

sive repairs in drydock followed

and lasting defense against ca-

prevents

by a full repainting, again and again.

vitation and corrosion damage for

the

damage

normally

caused by this phenomenon.

a ship hull’s entire service life.

With an Ecospeed application no

The coating equally provides the un-

By removing the existing paint layers and applying Ecospeed on

full repaint will be needed during drydocking. Ecospeed is guaranteed

derwater hull with an impenetrable

the hull we can break the never

for ten years. At the most, minor

protective layer while its flexibility

ending cycle of painting, suffering

touch-ups will be required.

enables absorption of the forces that

damage, having to perform exten-

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]

www.ecospeed.be

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 eredo worm 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 riction and reduces uel efficiency. It also gives ouling organisms an easier surace to adhere to. Te improved smoothness any underwater coating can allow is considered a benefit and is used in marketing coatings products. 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 surace that ouling finds difficult to adhere to but actively repels any organism that may attempt to settle on the hull.

Anti-fouling Several grades o products are produced by leading manuacturers with perormance 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 or leisure craf was overturned by courts there. With no obvious replacement 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 lie span sufficient only to last between interim and special survey drydockings. An improved version has 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 shipinsight.com | March 2013 |

17

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 manuacturers. Silyl acrylate based products polish slowly initially beore the rate o polishing steadily increases whereas metal acrylate systems polish ast initially beore reaching a steady state. Te banned B coatings were considered to have a linear polishing perormance with the rate o polishing and biocide release constant throughout the lie o the product. Manuacturers strive to develop products that match this perormance with greater or lesser degrees o success. Products which comeclosest are considered thetop 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 Some be subject to any restrictions in the same way that anti-oulings may. 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 beore the global ban came into effect. Most oul release coatings are silicone-based and have a relatively sof surace. 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 surace that is made possible by oul release coatings coupled with the vessel’s movement through the water means that weed and organisms do not easily find a ooting on the hull. Tose that do manage 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 surace 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 release coatings. Standard silicone oul release coatings are not immune rom some 18

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Products (Primers) degree o ouling and to improve on their perormance manuacturers 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 organisms by making the coating appear to be nothing more than seawater. As premium products this amily o coatings is under constant development. 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 surace to be effective. Te hard surace 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 deects and claim a lie 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 underwater 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

Chapter 3

Products (Primers) Te ollowing inormation is mostly taken rom manuacturers’ publicity material and may contain opinions expressed by the manuacturers. Further details o the products and matters related to them can be obtained direct rom the makers or at the websites listed.

Advanced Marine Coatings AS www.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) reinorced 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 Primer Is a two-component, surace-tolerant epoxy anti-corrosion system with high solid content or all types o steel structures. It provides excellent corrosion 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 Epoxymastic Another two-component, surace-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. 20

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Products (Primers)

Brunel Marine Coating Systems www.brunelmcs.com

EnviroMarine System Tis system is a hard coat epoxy resin with % solids and containing no solvents. A chemical and mechanical bond to substrate and the chemical 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 Paints www.cmp.co.jp

BANNOH 1500

Tis 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 cost saving 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 surace. With the use o CMP’s hydrolysis anti-ouling paint or hulls, it delivers uel savings, induced by low riction between sea water and smooth coated surace.

Hempel www.hempel.com

HEMPADUR UNIQ 47741/47743 wo 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-building. HEMPADUR UNIQ is intended or use in warm climates above °C/ °F and to - °C/ °F.

is intended or use in cold climates down shipinsight.com | March 2013 |

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Paints and Coatings

International Paints www.international-marine.com

Intershield300 With a proven track record on over , vessels since , Intershield is claimed to be the industry benchmark in IMO PSPC compliant anticorrosive perormance. Tis abrasion resistant, (> %) aluminium pure epoxy coating, offers long term asset protection, control o through lie maintenance costs, enhanced vessel earning potential, excellent application properties and low temperature workability.

Intershield300HS New Intershield HS is a high solids version o the above, which offers % volume solids and reduced VOC emissions, without compromising build productivity. With the aluminium content maintained at > %, Intershield HS is said to deliver excellent corrosion control.

Intergard7600 Intergard is a light coloured pure epoxy universal primer providing good abrasion resistance and corrosion control. It offers excellent application properties, low temperature workability and true long overcoating intervals.

Intergard787 With % 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 sprayability all year round and are based on proven anticorrosion technology.

Jotun www.jotun.com

Jotacote Universal is a two-pack abrasive resistant high solid ( %) pure epoxy or use in newbuildings and or maintenance.

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Products (Primers)

Jotamastic range Te Jotamastic range is a amily o twin-pack surace 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 lie as the mid-range product and Jotamastic having the longest lie and suited or any environment. Jotamastic AL, Jotamastic AL and Jotamastic AL are improved versions containing aluminium flakes to give a waterproo barrier. Jotamastic GF and Jotamastic GF are the premium products in the range containing glass flakes or an impenetrable abrasion resistant surace. Jotamastic SF is a high solid solvent ree version that is ideal or hot work in confined spaces.

MCU Coatings www.mcucoatings.com

MCU-Zinc is 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-MIO zinc 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 surace tolerant than epoxy mastic coatings and to outperorm perectly applied inorganic zinc primers.

MCU-Aluprime is a high solids surace 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.

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The CASPER Service… ®

the naval architect’s choicefor independent hull and propeller performance monitoring.

Long-Term Development of Hull and Propeller Resistance Begin Partial hull data collection cleaning e c n a t is s e r d e d d a

•

Validate fuel efficiency of new hull coatings:

whether you are interested in the performance

Full hull cleaning Drydocking

Hull cleaning

improvements before and after docking or between

60%

dockings, CASPER provides the metrics to truly

50%

assess hull blasting and coating efficiency.

40% 30%

•

20%

Establish a condition-based hull husbandry

program can be critical with slow steaming and

10%

port restrictions on inwater husbandry. Different

0% 1600

1800

2000

2200

2400

days for development of added resistance

2600

hull coating systems in connection with vessel operational profiles may require cleaning to sustain highest fuel efficiency. Evaluate all hull

Since 2002, Propulsion Dynamics has provided

cleaning technologies for cost, effectiveness and

shipowners and charterers with web-based

fuel efficiency.

performance analysis and recommendations. CASPER is a subscription service based on vessel performance data collected without additional software, equipment or CFD studies. This data

•

Predict and measure the effect of hull pre-treat-

ments in drydock. Full blasting of selected hulls can greatly improve fuel efficiency. Set KPI’s for technical fuel efficiency. The ship’s

is compared to sea trial condition (clean, smooth

•

hull) using state-of-the-art naval architectural

“added resistance” is a critical KPI in the CASPER

weather corrections.

program. This KPI indicates immediately and accurately the combined hull and propeller condition across the fleet.

The Americas: 6475 E. Pacific Coast Highway, Suite 500,

Long Beach, California 90803 USA Phone: +1 562.495.9027 Europe/Hellas:

Stockholmsgade 43 DK-2100 Copenhagen Denmark Phone: +45 31.14.42.36

www.propulsiondynamics.com

Products (Primers)

Sherwin-Williams www.sherwin-williams.com

Fast Clad Epoxy Primer is an ultra high solids epoxy amine primer engineered or immersion 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 properly applied.

Sigma Coatings www.sigmacoatings.com

SIGMAPRIME range Te SIGMAPRIME range consists o high-quality, multi-purpose epoxy anti-corrosives that have been specifically designed to suit modern shipyard building practices and to ensure excellent long-term corrosion protection. Applied in two layers, the coating serves as a proven highquality, water ballast tank system. As evidence o its success it was applied on the water ballast tank o the very first IMO PSPC type-approved vessel.

SIGMAPRIME 200 wo-component, multi-purpose, anti-corrosive epoxy system. Lowtemperature version delivers excellent perormance 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 perormance when applied down to - °C ( °F).

SIGMAPRIME 800 % High-solids, two-component, multi-purpose, anti-corrosive epoxy system. Low-temperature version provides excellent perormance when applied down to - °C ( °F). Can be specified up to m ( . mils) df in one single coat.

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25

Paints and Coatings

Chapter 4

Products (Ballast tanks and cargo spaces) Advanced Marine Coatings AS

www.amcoat.no

Advanced Marine Coatings Cargo Hold Te abrasion and atigue resistant properties o this coating is ideal or the challenges aced by bulk carriers. Wear and tear on the cargo hold coatings is considerably reduced and re-painting can be done less requently. Strengthening Epoxy coating with Carbon Nanotubes has proven that a dramatic increase the abrasion resistance and surace smoothness o marine coatings can be acheived. In addition the exceptional smooth surace o the AMC Cargo Hold makes it considerably easier to clean and reduces time used or cargo hold cleaning compared to other alternatives.

Advanced Marine Coatings Ballast Carbon nanotube (CN) modified two component solvent ree epoxy systems or all types o ballast tanks and other types o tanks in ships containing salt water and exposed to difficult substances like sand and gravel. In addition to reinorcing the coating, which is done by the nanotubes, AMC also improves the viscosity o the paint and adhesion to steel and other difficult suraces. AMC Ballast ank coat systems can be applied ree o pores and the dense structure o the coating provides optimum protection against corrosion. It also prevents cracking by vibrations and movements and reduces the risk o disposal on the edges and in other vulnerable areas. 26

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Products (Ballast tanks and cargo spaces)

Advanced Polymer Coatings www.adv-polymer.com

A US-based company that specialises in tank coatings or chemical and product tankers.

MarineLine 784 as the only high perormance lining that withMarineLine is claimed stands all IMO approved chemical cargoes. Its unique cross-linked polymer structure does not allow a chemical cargo to permeate the lining. Te maker claims that TisForced Hot Air, Heat Cure coating outperorms stainless steel and all other coatings providing the highest chemical resistance available on the market today. Being heat cured in the shipyard enables MarineLine coated tanks to carry aggressive cargoes immediately out o the shipyard without restrictions. MarineMend Is a two-component

% solid coating manuactured with the same

polymer MarineMend is supplied in complete small sized kits as orMarineLine. quick and easy repairs o mechanically damaged MarineLine coating, holidays (pinholes), and damage rom welding due to modification work in cargo tanks.

GuardLine LTC GuardLine LC (Low emperature Cure) cures in the range o + °C/+ °F. APC says the coating can avoid the additional cost and time o a high-temperature orced-hot air heat cure, which is necessary or the high chemical resistance o the company’s MarineLine system used or chemical tankers and their more hazardous cargoes. It is intended or the clean petroleum products, bio-uels, vegetable and edible oils, and dirty petroleum products markets.

Brunel Marine Coating Systems www.brunelmcs.com

EnviroMarine System Tis system is a hard coat epoxy resin with % solids and containing no solvents. A chemical and mechanical bond to substrate and the chemical 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 shipinsight.com | March 2013 |

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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 Paints www.cmp.co.jp

EVAMAX 2000 and EVAMAX 2000 F

Tese two related coatings are low VOC heavy-duty coatings based upon a combination o epoxy resin, a special abrasive resistant agent and polyamide curing agent. Tey possess an excellent range o characteristics :- strong adhesion, very good anticorrosive perormance, and a high degree o inherent toughness/scratch/abrasion/impact resistance. In addition to cargo holds the products are suitable or protection o exposed deck areas. When used as part o an approved scheme, these products have the ollowing test results/certification EVAMAX EVAMAX

: Grain Contamination esting - Report No. F : FDA Certificate

/

Hempel www.hempel.com

HEMPADUR EM 35740 Developed or smaller difficult access areas where climate control and surace 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 suraces. reated areas such as ballast tanks, can quickly be reimmersed 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 suraces, under conditions o % relative humidity and is mainly intended or brush application.

28

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With nearly a century’s marine paint and coating experience, Hempel can always provide the protection you need to keep business moving. We believe in working closely with you to understand your specic challenges. This enables us to supply a solution that not only keeps your vessel in prime condition, but that also makes sound nancial sense. Take the 60-second test and discover the product that best suits your needs at antifouling.hempel.com Proven performance. Dependable value.

Paints and Coatings

HEMPADUR QUATTRO 17634 A 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 perormance coating system or atmospheric or in-water service, including cargo holds and water ballast tanks to be coated according to IMO-PSPC requirements. HEMPADUR QUARO 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 45604 A two-component aluminium pigmented universal epoxy paint, which cures to a hard and tough coating with superior anticorrosive properties and good resistance to abrasion, seawater and various oils. Designed as a universal epoxy and sel-primed high perormance coating system or atmospheric or in-water service and as primer or HEMPADUR QUARO or water ballast tanks. HEMPADUR QUARO 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 47604 A two-component aluminium pigmented universal epoxy paint with synthetic mineral fibres, which cures to a hard, tough and abrasion resistant 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 perormance coating system or atmospheric or in-water service. HEMPADUR QUARO 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 down in 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 47500 Tis is a sel-priming, two-component, high-build, pure epoxy-polyamine paint which cures to a very abrasion, impact and corrosion resistant coating. It is applicable by standard heavy duty airless spray equipment. Designed as a heavy duty coating or areas exposed to abrasion and aggressive corrosive climate such as hatch coamings and cargo holds o bulk carriers and is particularly suited or hard, angular cargoes 30

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Products (Ballast tanks and cargo spaces) such as coal, iron ore and bauxite. It has grain certification rom Newcastle NHS. year major repair interval.

HEMPADUR IMPACT 47800 A sel-priming, two-component high build pure epoxy paint which cures to an abrasion, impact and corrosion resistant coating. It is applicable by heavy duty airless spray equipment. a carriers. dedicated½heavy dutystandard coating or hatch coamings and cargo holds o As bulk year major repair interval. Tis coating is certified or carriage o grain and FDA compliant or dry ood contact.

HEMPADUR 15400 A two-component, amine adduct cured epoxy paint, which cures to a coating with excellent resistance to a wide range o chemicals as listed in Hempel’s CARGO PROECION GUIDE (available rom the company website).

HEMPADUR 15500 Tis 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 15700 Described as a two-component, solvent-borne, sel-curing, inorganic zinc silicate with outstanding resistance against weathering and abrasion. It has excellent chemical resistance within the pH range -Tis . coating can be used as a general purpose, heavy-duty, rust-preventing primer; as a single, complete coating or long-term protection o steel exposed to moderately to severely corrosive environment and to abrasion and as a tank lining in accordance with the Hempel CARGO PROTECTION GUIDE.

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Paints and Coatings

International Paints www.international-marine.com

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

Ballast Tank Products . A light coloured abrasion resistant, aluminium pure epoxy coating giving excellent long term anticorrosive protection and low temperature application capability. Intershield is the premium perorming product in the International Paint ballast tank coating range. Intergard is an epoxy coating with an extensive track record at maintenance and repair. Intergard and the low temperature version Intergard , offer high perormance corrosion protection or water ballast tanks. Te buff and grey colours enhance inspection and working conditions. Intershield

Designed primarily or use on-board by riding squads or ship’s crews, Interbond is a light coloured, two pack epoxy particularly suited to repair at sea as it is both surace and damp tolerant. Interprime . A one pack, light coloured, surace tolerant ballast tank repair system or economic on board maintenance.

Cargo Hold Coatings Intershield Plus – International’s 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 lietimes. Intershield - a two-pack, high perormance, abrasion resistant pure epoxy coating. Its excellent mechanical properties limit mechanical damage and subsequent corrosion. With an extensive track record and proven perormance it offers outstanding long term protection. Intergard - an aluminium two-component pure epoxy coating offering good corrosion and abrasion resistance. Interbond - a surace tolerant, primer, two grades: a temperate version or useanticorrosive at temperatures downavailable to °C (in °F) 32

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Paints and Coatings and a low temperature curing version or use at temperatures down to - °C ( °F).

Cargo Tanks Interline Range Featuring new ‘Bimodal Epoxy’ technology, Interline provides zero cargo absorption or many cargoes. International’s smoothest tank lining yet, its glossy surace makes tank cleaning easier. With enhanced cargo resistance, it offers a step change in perormance compared to standard epoxy phenolic technology. Offering over % ewer yc cling restrictions, it is suitable or carrying all o the cargoes that epoxy phenolic can, plus a urther % o the arge l volume cargoes that it cannot. An epoxy phenolic tank coating, Interline , is designed or the carriage o an extensive range o aggressive cargoes, providing operational flexibility within the chemical and spot market product trades. Offers excellent chemical resistance and USA FDA / EU Food Contact compliance.

is a polyisocyanate cured, high perormance epoxy. With a broad range o cargo carriage (including acrylonitrile) and sequencing, it provides operational flexibility within the chemical and spot market product trades. Full chemical resistance is achieved without the need or post curing. Interline

is the industry benchmark in pure epoxy technology or product tankers, providing good chemical resistance or flexible cargo carriage and meeting FDA regulations or carrying liquid oodstuffs into the USA. Interline is a zinc silicate coating designed or vessels engaged in the neutral solvents and chemicals trade. It allows more efficient tank cleaning operations, control o VOC emissions and improved mudcracking resistance. Interline

Also available are:

and Interline , are solvent ree cargo tank coatings, offering required cargo carriage capabilities and yard regulatory compliance. Interline

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Products (Ballast tanks and cargo spaces)

Jotun www.jotun.com

Ballast Balloxy HB Light is a surace tolerant, two-pack, high build, epoxy mastic 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 µm in a single coat without sagging (Jotun however recommend x µm coats). It can be applied directly to prepared suraces 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 Lumi provides all the benefits o Balloxy HB Light and contains 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 surace to monitor the quality o the application. Areas o high film thickness will appear much brighter than low film thickness. First coat deects or areas o under thickness show up as “black” spots under UV light. Remedial work can then be undertaken. When the second coat is inspected, any areas that have deects will be seen and, again, these can be remedied. Tis inormation and the condition o the coating can be easily monitored and photographed throughout the lie 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 Holds Jotaguard

series

A range o three pure epoxy coatings or use in cargo holds. Te hard wearing epoxy based cargo hold coating Jotaguard is intended or maintenance situations and is certified or carriage o grain. Jotaguard provides very good protection or cargo holds subject to mechanical damage and corrosive climate. It protects against hard, angular cargoes and is FDA compliant and certified or carriage o grain. At the top o the range the pure epoxy coatingsJotaguard and Jotaguard S provide 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 withshipinsight.com | March 2013 |

35

Paints and Coatings stands abrasion, impact and gouging in tough environments. Te coating reduces the need or maintenance during operation and is FDA compliant and certified or carriage o grain.

Cargo Tank Tankguard A range o coatings developed to protect different type o tanks against corrosion and their cargo against contamination. Tankguard Zinc is designed or high value cargoes such as methanol

being contracted or a certain period o time with short requent voyages. Tankguard Special Ultra is designed or transportation o cargoes including aggressive chemicals like methanol, bio-diesel and vegetable oils with up to % FFA. It is easy to clean and has a short recovery time which makes it an ideal tank coating or product- and chemical carriers transporting a broad range o products with rapid turnover. Which system to onand shipsolvents type, trade pattern and typeand coating aggressiveness ouse, the depends chemicals 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 unction and a calculation tool. Te programme has the advantage o being useable on-line as well as downloadable.

MCU Coatings www.mcucoatings.com

Ballast Tanks MCU-Mastic is a coloured moisture cured intermediate/topcoat with

outstanding corrosion resistance and barrier perormance when used or immersion or non-UV exposure service. MCU-Mastic has a smooth semi-gloss finish and is available in custom colours or interior applications. MCU-Mastic is ree o any tar and so available in light colours to acilitate interior tank inspection. It is intended or use in ballast tanks or cargo holds.

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Products (Ballast tanks and cargo spaces)

Cargo Holds MCU-Aluprime is a high solids surace tolerant, aluminum and mica-

ceous 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. FDA approved or use in cargo holds.

Nippon Paint Marine Coatings www.nipponpaint-marine.com

NOA Range A range o coatings all two-component epoxy based and eaturing unique patented 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 HS is a light coloured coating or corrosion protection o steel suraces. It has been designed especially or use in ballast tanks, cargo oil tanks and voids. NOA F is recommended or cargo holds, as is NOA GF which is an abrasion resistant variant.NOA PC is or cargo and grey water tanks.

Sherwin-Williams www.sherwin-williams.com

Ballast tanks Tank Guard Epoxy Polyamide is an epoxy polyamide coating ormulated or application on steel suraces in uel and salt water ballast tanks. Tis product complies with Military Specification MIL-PRFC ype V, Class , Grade C

Cargo Tanks Phenicon HS Flake Filled Epoxy is a VOC-compliant epoxy novolac

phenolic with micaceous iron oxide. Designed or use as part o a system or internal tank lining. Designed as part o a system to improve perormance in immersion service compared to non-micaceous iron oxide filled coatings. Internal tank lining or most petroleum products such as: crude oil, unleaded gasoline, most aromatic solvents, motor uels, alkalies, and brines. Phenicon HS Epoxy is a VOC-compliant epoxy novolac phenolic shipinsight.com | March 2013 |

37

Paints and Coatings

for Chemical Tankers THE tank coating system for handling aggressive chemical cargoes. Transport all IMO cargoes, especially aggressive acids, solvents and alkalis, with MarineLine® 784 tank coating The coating uses system. an impermeable polymer-based technology to ensure cargo product purity from port to port.

Advanced Polymer Coatings Avon, Ohio 44011 U.S.A.

38 | shipinsight.com +01 440-937- 6218 Phone

+01 440-937-5046 Fax

www.adv-polymer.com

Products (Ballast tanks and cargo spaces) coating ormulated or use as an internal lining or tanks used to hold crude oil and most refined petroleum products including unleaded gasoline, MBE, aromatic solvents, and most octane booster blending stocks. Light Blue contains Opti-Check OAP pigment technology or rapid holiday detection with sae blue light inspection lamps.

Sigma Coatings

www.sigmacoatings.com

Ballast Tank Sigmaguard Sigmacover

,

L,

,

L

Cargo Hold Sigmacover Sigmarine Sigmashield

, ,

L L,

,

L,

,

L,

Cargo Tank

Sigma’s websiteallows access to a tool that can be used to match cargoes with appropriate tank coatings.

Te PHENGUARD system provides protection against a wide range o aggressive cargoes. Te three-coat system is easy to apply using standard shipyard practices. It coners 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 srcinal technology, meets the increasing demands or a wider application window, easy-to-clean surace and with the ability to be applied and to cure at temperatures down to ˚C( ˚F).

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39

Paints and Coatings

Chapter 5

Products (Fouling Control) Advanced Marine Coatings AS www.amcoat.no

Since AMC has developed and tested super smooth bottom paints or the merchant marine that are modified with nanotechnology. Te platorm or a whole new generation o bottom paints are based on a patented Finnish technology to disperse Carbon Nanotubes (CN / Baytube rom Bayer) in liquid polymers. Carbon Nanotubes unction as reinorcement in coating systems. In addition, the flow properties also improved and the use o thinner / solvents can be substantially reduced. By using modern equipment one can eliminate the use o solvents completely. Our coatings also provide a pore ree surace where algae and slime are unable to grow. Shellfish, crustaceans and barnacles will be unable to attach themselves to such a surace. Advanced Marine Coatings Antioul An anti-oul system based on copper oxide slowly leaking through the coating during a span o several years. Te coating remains very smooth and has low riction against water. It is applied with roller, brush or spray and without added solvents (VOC). 40

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Products (Fouling Control)

Advanced Marine Coatings Antifoul, Super sleek An anti-oul system that combines a copper oxide solution with a fine tuned super sleek surace that is particularly suitable or vessels involved in washing regimes and high speed erries or catamarans. Te pore ree coating film has proved to be extremely hydrophobic and water repellent. Speed trials have proven that it is possible to increase speed up % compared to alternative anti-oulings. In addition the nano reinorcement ensures that the coating does not lif rom the steel surace i washed by high pressure water cleaners.

Advanced Marine Coatings Heavy Duty Easy Clean AMC `s oul release systems are in the midst o a very exciting development where a combination o polymer and nano-particle modification has shown very good release-and-wear properties. Te coating is delivered ree rom any biocides and copper.

Brunel Marine Coating www.brunelmcs.com

Systems

EnviroMarine System Tis system is a hard coat epoxy resin with % solids and containing no solvents. A chemical and mechanical bond to substrate and the chemical 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 in ballast tanks and cargo holds. As a oul release coating, EnviroMarine is intended as a one-time coating and should only need repair to mechanical damage.

Chugoku Marine Paints www.cmp.co.jp

SEAGRANDPRIX Advanced Fusion Range SEA GRANDPRIX HS, R and HS (including the release rate controller) are a range o anti-ouling paints designed to meet the economic challenges aced by the marine industry and perorm on a dock to dock basis regardless o the ship age or time requirements between dockings, whether it be , , , or months. Te range simplifies shipinsight.com | March 2013 |

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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 processes, at application (higher volume solids = less anti-ouling paint to apply and drums to dispose o), urthermore these products are compatible with majority o existing grades o anti-ouling, and are suitable or use on all ship types.

SEA GRANDPRIX 1000L Launched in , thisis 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 consideration to the environment. It is suitable or all ship types including container vessels and has a lie span o up to months.

SEA GRANDPRIX CF-10 Tis is an unusual product being both tin and copper ree. It is sel-polishing 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 lie in the region o five years.

SEAFLOW NEO Another coating introduced in SEAFLO , NEO is a high perormance B ree hydrolysis anti-ouling, utilising a new polymer to deliver an ultra-smooth surace with sel-levelling technology and excellent selpolishing perormance, thus providing long term anti-ouling protection, low rictionbyresistance low-uel consumption. SEAFLOin NEO is claimed the makerintoresulting be the lowest VOC( g/L) anti-ouling the hydrolysis category.

SEAFLOW NEO SL Tis is a premium version o the above with an ultra-smooth surace 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 perormance, 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.

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Products (Fouling Control)

Hempel www.hempel.com

OLYMPIC+ A sel-polishing, rosin-based anti-ouling with a high solid volume. Te coating is reinorced with patented inorganic fibre technology or optimal mechanical strength. Tis is described as an economic anti-ouling coating or protection o vessels operating in not overly aggressive ouling 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 deepsea vessels that operate at medium to high speeds. It is deal or vessels with high activity levels and short idle periods.

OCEANIC+ Oceanic+ is a proven and cost-effective hydrolysing anti-ouling coating or reliable perormance in most trading waters. Oceanic+ can be specified or up to months. Oceanic+ is a sel-polishing anti-ouling based on zinc-carboxylate technology with a high solid volume. Te coating is reinorced with patented inorganic fibre technology or optimal mechanical 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 deepsea vessels that operate at low to medium speed. Ideal or vessels with low to medium activity levels and short to medium idle periods.

GLOBIC 6000 Globic is an anti-ouling coating basedperormance on proven nano-capsules technology. Globic delivers reliable or up to months and a good return on investment. It is a sel-polishing, hydrolysing 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.

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Paints and Coatings

GLOBIC 9000 Globic is a premium anti-ouling coating that delivers an outstanding return on investment over extended docking intervals o up to months in aggressive waters. It is a very efficient, sel-polishing, hydrolysing 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 newbuilding and maintenance o bottom and boottop on deep-sea going vessels that operate at low to medium speeds.

DYNAMIC 79540 Is a high solid, sel-smoothening and sel-polishing anti-ouling based on a hydrolysing silyl acrylate binder that ensures effective polishing control. Tis coating containsan inorganic fibrereinorcement 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 79560 A 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 reinorcement 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 on a hydrolysing silyl acrilate binder that ensures effective polishing control. As with other products in the range, an inorganic fibre reinorcement 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 X3 Tis is a third generation ouling release coating with high solids content. It is a premium product described as a biocide-ree ouling release coating that delivers optimal uel savings and return on investment. An invisible hydrogel microlayer makes it hard or ouling organisms to attach to the 44

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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 Technology www.hydrex.be

Ecospeed

A hard coat product, Ecospeed contains a high concentration o embedded glass platelets. It has a very low amount o volatile organic compounds (VOC) and is typically applied in two coats o µm 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 perectly suited to be subjected to regular in-water surace 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 damage. 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 lietime o the vessel. Some ouling will occur and can be removed by cleaning services. Hydrex has its own team o cleaners at certain locations and can recommend contractors in areas where it is not directly represented.

International Paints www.international-marine.com

Intercept Range Intercept LPP and Intercept are biocidal anti-oulings with the first making ull use o the company’s new LUBYON polymer technology which gives the coating a superhydrophilic surace. When the coating is immersed, the seawater has a lubricating effect, resulting in

less riction. International paint claims this reduces drag and increases shipinsight.com | March 2013 |

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Paints and Coatings vessel efficiency giving average uel consumption and associated emissions savings o % compared to typical controlled depletion polymer anti-oulings. Te coating surace also swells on contact with seawater, helping to smooth out imperections and potentially urther reducing drag. Te biocide release rate is largely unaffected by seawater temperature meaning the coating has trading flexibility and can operate across global routes and through all seasons. International Paint is keen to highlight that unlike typical silyl and metal acrylate anti-oulings Intercept LPP replicates the linear polishing o the shipping industry benchmark tributyltin based coatings meaning total predictability with the polishing rate remaining constant throughout the in service period. As well as the premium grade product, a slightly lower cost version called Intercept is also available with a service period o up to months compared to the months o Intercept LPP.

Intersleek Range

Intersleek SR, launched in is described as the first micro ouling-ocused fluoropolymer based slime release technology specifically designed to tackle the impact o slime. It contains a new patented fluoropolymer which has been developed by enhancing the slime resistant polymer groups used in earlier generations o Intersleek technology. It is designed or all commercial vessels, even when operating a slow or ultraslow steaming strategy. Intersleek SR helps maintain perormance throughout the ull docking cycle or all vessel types by controlling macro and micro ouling with improved static resistance, even in warm waters and is suitable or slow steaming. Slime that does build up during static periods is released by the movement o the ship through water and at considerably lower speeds than earlier generation oul release coatings. Until the launch o Intersleek SR this was the premium product in the range. Intersleek is a patented fluoropolymer oul release coating, which presents the organisms with an amphiphilic surace, combining hydrophilic and hydrophobic properties in order to minimise the chemical and electrostatic adhesion between the surace and the ouling organism. Any which do attach, normally do so only weakly and usually can be removed easily. Intersmooth Si SPC is a high low riction, SPC anti-ouling, based on patented silyl perormance, acrylate polymer technology. 46

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a e S F L A

Cuts through water. Slashes through fuel costs. A-LF-Sea from Nippon cuts fuel costs and emissions Advanced Formula: Nippon Paint’s new is a revolutionary anti-fouling Advanced Low Friction Coating paint that reduces your fuel costs by slashing hydrodynamic friction. A-LF-Sea's breakthrough hydro-gel and rheology-control technology creates a unique water trap layer and self-polishing mechanism that maximises water flow over the hull. The result?A cutting-edge paint that lowers your costs and decreases your emissions.

Verified fuel-saving Reduced CO2 emissions Biomimetic technology

nipponpaint -marine.com

What can save fuel costs, consumption and emissions?

Paint Can.

Paints and Coatings Designed or deep sea vessels at newbuilding or maintenance and repair, Intersmooth Si SPC offers the same ouling control, up to % uel savings and excellent patina resistance as its copper acrylate SPC coun/ HS SPC. Tanks to SPC technology, it terpart, Intersmooth maintains a smooth hull, offering predictable anti-ouling protection or up to months.

Interswift Range Interswif products are standard perorming sel-polishing copolymer anti-oulings, based on a blend o IntersmoothSPC and Interspeed technologies. Te combination o these two technologies produces antioulings which have the controlled depletion polymer benefits o surace tolerance, high volume solids and an attractive cost base, together with the SPC attributes o polishing rate control, reduced leached layer size and control o biocide release. Interswif Si incorporates patented silyl acrylate polymer technology, giving the same level o ouling protection as the copper acrylate sel-polishing copolymer anti-ouling, Interswif HS. Suitable or in-service periods o up to months, and or use at newbuilding or maintenance and repair, the product offers up to . % uel savings. Interswif HS is a blend o copper acrylate SPC and rosin-based CDP technology, providing up to months ouling control in service. An economical version o Interswif HS, Interswif combines copper acrylate SPC and CDP technologies.

Interspeed Te Interspeed brand has a track record o over , applications and offers an economical choice in ouling control, using CDP technology. Interspeed

and

deliver oulingprotection or up to months.

Jotun www.jotun.com

Sea Quantum S range A range o anti-ouling products using a silyl acrylate polymer that hydrolyses when exposed to seawater. Protection is provided by a linear polishing rate and a low leached layer - ensuring a controlled release o biocides over time. Products in the range are all designed or a service lie o up to months. Sea Quantum Static is designed or vessels laid up or periods o up to months and also or months when applied to low activity vessels. 48

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Products (Fouling Control) Sea Quantum Ultra S is intended or low activity vessels,Sea Quantum Classic S or medium activity vessels and Sea Quantum Plus S or high activity vessels. Operators can opt or an economic alternative such as when operating a slow-steaming strategy or when between drydockings by using the next product down in the range.

Sea Mate range SeaMate draws on the benefits o the silyl technology o Sea Quantum in a product optimised or service lie o months. Sea Mate has a hard coating with great mechanical strength and shorter drying time. Reliable long-lasting protection is provided by balancing the polishing rate and leaching rate o biocides. Sea Force range Tis is Jotun’s basic anti-ouling based on patented polymeric plasticiser technology. Tere are three products in the range: the srcinal Sea Force has been supplemented by improved versions called Sea Force and Sea Force . Te improved versions have low leached layers and superior biocides are used in Sea Force .

Foul Release Sea Lion Resilient Introduced in March , Jotun claims this isthe first anti-ouling coating that includes epoxy-polysiloxane, a compound o resins and hardeners that provides highly resilient hull protection. When combined with Jotun’s ouling release coatings technology, the epoxy-polysiloxane in SeaLion Resilient prevents settling o organisms on the hull and produces a glossy, smooth surace optimised or owners seeking to reduce costs related to dry-docking and maintenance. Te properties o SeaLion Resilient significantly reduce the risk o mechanical damage and maintain hull condition throughout the service period. Requiring only two coats, Sea Lion Resilient is easy to apply and cuts time spent in dock, resulting in significant savings related to maintenance and repair. On its release, cruise ships were singled out as benefitting rom the new coating.

SeaLion Repulse SeaLion Repulse is a oul-release product with both release- and repellent properties. Trough nano-scale engineering a repellent silicone layer is created on the surace. Te nano structures extend into the water and create a layer that acts as nano-scaled springs. When the spring-like shipinsight.com | March 2013 |

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Paints and Coatings structures are compressed, a counter orce is developed. Te nano-scale springs thereby provide release- and repellent properties. Tis is claimed to give a smoother surace than conventional ouling release coatings and provides up to years lietime o the coating system under normal conditions.

Nippon Paint Marine Coatings www.nipponpaint-marine.com

LF-SEA LF-Sea is a low riction hydrolysis tin ree sel-polishing anti-ouling paint using silyl-copper acrylate hydrolysis technology and with a year service lie Trough the use o unique biomimetics that are said to mimic the water trapping effect o the tuna. Tis corrugated hull surace reduces turbulence during the ship’s operation An advanced version called A-LF-Sea was launched in early and has been developed by enhancing LF-Sea’s biomimetic technology. A new improved Hydro-Gel has maximised the water-trapping that provides the low-riction effect. By incorporating this into the sel-polishing copper silyl acrylate anti-ouling, the manuacturer says the long-term low riction perormance is ensured. Te new coating is said to give % uel savings against the % offered by LF-Sea

ECOLOFLEX Range ECOLOFLEX SPC is the srcinal sel-polishing anti-ouling paint developed by Nippon Paint. Its sel-polishing properties provide constant and predictable anti-ouling perormance. ECOLOFLEX HyB is based on the srcinal Ecoloflex SPC and developed to urther improve the perormance and predictability. Tis product provides month servicelie by providing very accurate polishing rates and eliminating skeleton layers on the coating’s surace. Tis has been achieved by combining in a unique hybrid the ultra- reliability o Copper acrylate and the silyl resins.

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Products (Fouling Control)

Sherwin-Williams www.sherwin-williams.com

Copper Bottom Anti-Fouling Paint #45 is a semi-hard, anti-ouling developed or the shallow draf trade. It offers a moderately high concentration loading o cuprous oxide and a chemically modified binder that only slightly dissolves upon immersion service. Used or moderate tropical ouling conditions where a moderately high concentration loading o cuprous oxide is required. Used as an anti-ouling coating over prepared suraces such as steel, wood, aluminum, fiberglass, and previously painted suraces coated with antiouling paint. Use on vessels with a service speed o less than knots.

Seaguard Ablative Anti-Fouling Coating is an advanced anti-ouling coating based on a polyamide polymer containing cuprous oxide. Recommended or the underwater suraces o steel vessels operating in all coastal and oceanic waters with short to medium idle times. Use on vessels with a service speed exceeding Knots.

SeaGuard Sher-Release Surface Coat is a silicon- based, biocide ree, topcoat in the Sher-Release System. Te low surace energy provides excellent oul release properties. Te SeaGuard Surace Coat provides superior durability as compared to traditional silicone oul release systems.

Sigma Coatings www.sigmacoatings.com

SIGMA ECOFLEET 690 provides high perormance anti-ouling or short sea and coastal shipping. Te newest addition to the ECOFLEE range provides predictable anti-ouling protection at variable operating speeds in aggressive ouling environments Developed specifically or the dry dock, maintenance and repair market, SIGMA ECOFLEE has been ormulated using PPG’s patented binder technology ensuring consistent perormance levels and ouling control or in-service periods o up to months.

SIGMA SYLADVANCE Te SYLADVANCE range is based on patented silyl acrylate polymer technology and offers sel-smoothing properties and outstanding ouling shipinsight.com | March 2013 |

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Paints and Coatings protection. Te reduction in rictional drag o operational vessels coated with SYLADVANCE technology has been proven to deliver excellent uel savings.

SYLADVANCE 700 Specifically developed or vessels that have a medium- or high operating rate,and SYLADVANCE delivers perormance and offers owners operators the potential o superior uel savings. Unlike many traditional anti-oulings, SYLADVANCE is built upon a pure silyl acrylate binder to deliver consistent anti-ouling perormance and a predictable linear polishing pattern.

SYLADVANCE 800 is a hydrolysing anti-ouling that is tailored or the uture. Te special silyl-acrylate binder systems results in an advanced sel-polishing and sel-smoothing coating with ‘impeccable’ results on both deep sea and coastal vessels. Suitable or a wide range o applications, SYLADVANCE can be specified or new-build, and maintenance and repair.

SIGMA NEXEON copper-ree anti-ouling range is based on sel-polishing binder technology. All products in the range provide a high level o protection against ouling and also enhance vessel aesthetics due to their colour stability.

SIGMAGLIDE Te SIGMAGLIDE range o oul release coatings is completely biocideree. Built around a silicone base, the range provide a very smooth hull coating and all SIGMAGLIDE products can be applied to vessels that trade in the most delicate ecological environments. Building on the success o SIGMAGLIDE PPGdeveloped the pure silicone technology even urther and introduced SIGMAGLIDE . Tis highly-engineered, pure silicone finish brings advantages to shipyards and operators worldwide.

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Products (Fouling Control)

Chapter 6

Practical Matters Performance Guidelines and Guarantees Almost all manuacturers will quote expected lietimes or coatings systems but there are very good reasons why these claims need to be considered as guidelines or best case scenarios rather than absolute guarantees. No manuacturer can be held responsible or incorrect preparation, application or use in service but unortunately these are most requently the causes or poor coatings perormance. Coatings have always been something o the poor relation when it comes to inspections and upholding standards during construction and repair work in drydock. Consequently there is a long history o dispute between owners and contractors. At the time when the concept o PSPC or ballast tanks was first mooted and also included into IACS common structural rules, there was much debate over who would undertake inspections and whether there were sufficient qualified inspectors to meet demand. Tere are industry standards or surace preparation and at the very least the owner should be able to expect that these will be met. Beyond that, the skill o the contractors, environmental conditions with regard to temperature and humidity and how the coatings are allowed to cure beore use are all actors that will affect its perormance and longevity. Tere is one area where are notand only used or boosting sales but coatings are ofenmanuacturers’ taken literally claims by regulators shipinsight.com | March 2013 |

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Paints and Coatings potentially used in ormulating regulation that can affect operators. Tat area is the potential uel savings and consequent reduction in exhaust emissions claimed or anti-ouling and oul release products. Shipping is ofen perceived wrongly as a dirty industry and the idea that operators could reduce emissions by - % just by applying a coat o paint has been used by some campaigners to highlight the disregard shipping has or the environment. Tat idea is o course highly flawed but arguments reuting it would likely not be understood by those that make the claim. Te shipping industry is ully aware that coatings – or lack o them – can have significant effects on uel consumption but determining exactly how much is an extremely difficult task. Perormance o a ship tends to deteriorate between drydockings as ouling occurs and shows a marked improvement on leaving drydock. Some o that improvement will doubtless be due to the new coating but engine, turbocharger and propeller overhaul and repair could also be much more significant actors. Changes in operating strategies and working in different geographical regions also make comparison o a ship’s overall perormance overtime difficult meaning the effect attributable to the coatings may be impossible to determine. Even so, some manuacturers have attempted to quantiy the savings using sofware developed by third parties. International Paint and BM ARGOSS use the BM SMARSERVICES system to veriy the contribution to vessel perormance made by its products and Jotun has similar arrangements with Kyma and Marorka. Tere are also independent sofware providers such as Propulsion Dynamics with its CASPER sofware and Eniram among others. Propulsion Dynamics’ sofware was one o the first offerings to be developed in this specialised area and it compares ship perormance rom hull and propeller ouling with a clean, smooth hull and propeller rom sea trials. Tis generates accurate figures or speed and uel consumption due to basic roughness and ouling. Tis initial product has been supplemented with a tool to provide ideal trim based on speed, weather, and loading that does not require installation or calibration o sensors as it is based on a physical model o the vessel. All o the latest generation o sofware programs are designed to measure key parameters such as those mentioned above and their developers say that once sufficient data has been collected it is possible to strip out actors alone or in combination to determine the actual effect that one or other has on perormance. 54

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Practical Matters Unortunately, there is as yet no industry standard agreed upon that would allow the claims o coatings manuacturers to be measured; although in late , International Paint did publicly call or the IMO to work with independent, vessel perormance monitoring organisations to develop a standard methodology. Such a development would not only help to weigh claims rom different manuacturers but it would also assist operators in drawing up SEEMPs and could be used in calculating ships’ EEDI ratings.

Operations in ice Te last ten years or so has seen an increase in navigation in ice inested waters beyond the normal winter activity in areas such as the Baltic Sea and the St Lawrence Seaway. Plans or commercial vessels to make more use o the Northern Sea Route and oil and gas exploration in high latitudes will mean more ice-strengthened vessels are being built. Hull coatings are highly susceptible to damage when navigating in ice so the choice o an appropriate coating is very important. Hard coatings are better suited to ice navigation than some o the less resilient products and some manuacturers produce coatings specifically developed with ice navigation in mind.

HULL CLEANING SERVICES Regardless o the anti-ouling or oul release coating applied, most ships will suffer a degree o ouling between drydockings that can adversely affect their perormance and could be responsible or transerring species between different environments. Operators o ouled ships have a number o choices open to them including having the hull cleaned by a specialist contractor. Te time to the next drydocking and the extra uel being consumed must be weighed against the cost o cleaning the hull and or ships with a limited liespan coating, the possibility o damaging what coating remains is also a actor to be considered. Ships that have been hard coated are ar less likely to suffer damage rom cleaning operations and manuacturers such as Hydrex recommend that cleaning is undertaken regularly i the ull benefit o such premium coatings is to be enjoyed. Cleaning can be done by almost any diving contractor with appropriate equipment but there are specialists in the field including Hydrex itsel. Underwater maintenance o Hydrex’ Ecospeed is carried out with specially designed underwater hull cleaning tools that simultaneously shipinsight.com | March 2013 |

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Paints and Coatings remove all ouling and optimise the smoothness o the paint surace. A complete set o complementary equipment was designed in-house to allow divers to clean the flat areas as well as the harder to reach parts o the hull without damaging the coating. Sea chests and other nooks and crannies are best cleaned out using underwater high pressure water jet equipment. Tis combination makes it possible to have a % clean hull afer each maintenance session, resulting in the best possible hydrodynamic condition o the underwater hull throughout the service lie o the vessel and the removal o any potentially harmul invasive aquatic species which the ship may have picked up. Te tools best suited to cleaning hulls are ofen developed by the specialist contractors and sometimes marketed to independent contractors. Most use manual operated tools but there are a small number o alternatives. Norwegian company CleanHull or example offers efficient hull cleaning, based on its CleanROV(remotely operated vehicle) technology. Te CleanRov uses only high-pressure seawater or cleaning and does not harm anti-ouling which is susceptible to brush damage. CleanROV is designed to crawl around a ship’s hull, rotating around its own axis. Cleaning is carried out using water at intermediate pressure, careully removing any ouling. Te machine documents the whole cleaning operation with several cameras, enabling random quality controls o the cleaning process. UMC is another contractor that has developed its own tools one o which is the Mini-Pamper. that was initially designed or cleaning acoustically clad submarines where the absence o any anti-ouling paint meant that device had to deal with extreme marine growth without damaging the ragile surace. Mini-Pamper allows the operator to bring a choice o cleaning heads gently into contact with the hull until they are just cleaning and no more. Having selected the correct cleaning pressure, the machine will automatically maintain this level.

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Practical Matters

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