Professional Documents
Culture Documents
July 2007
IMO Performance Standard for Protective Coatings (PSPC)
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1. Performance Standard - Overview
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2. Why was a standard needed?
Bulker losses in the early 1990’s
Ballast Tanks/Corrosion/Breakdown
• In the early 1990’s concern was expressed at the continuing loss of vessels
carrying solid bulk cargoes.
• The IMO requested the Maritime Safety Committee (MSC) to re-examine
bulk carriers in respect of;
– Design
– Construction
– Operation
– Maintenance
– Survey
• At the 1997 SOLAS conference a new SOLAS chapter XII was adopted
which entered into force on 1st July 1999.
• Chapter XII related to additional safety measures for bulk carriers.
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2. Why was a standard needed? - Dry Bulk Carrier Losses
• The 1997 SOLAS conference also asked the MSC to look at other aspects
of bulk carrier safety.
‘Corrosion played a
significant part in the
sinking of the ERIKA’
…..and in the meantime
Source: Lloyds List
October 2000
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2. Why was a standard needed? - Water Ballast Tanks
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2. Why was a standard needed? - Water Ballast Tanks
• Water ballast tanks are particularly vulnerable to corrosion due to the nature
of the operation of the vessels and the micro-climates that exist
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2. Why was a standard needed? - Water Ballast Tanks
• Temperature gradients
Heated
Bunker Tank
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2. Why was a standard needed? - Water Ballast Tanks
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2. Why was a standard needed? - Water Ballast Tanks
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2. Why was a standard needed? - Water Ballast Tanks
•• HPFWW
HPFWWand andDegreasing
Degreasing
•• Staging
Staging
•• Dry
DryBlasting
BlastingtotoSa2Sa2or orSa2½
Sa2½
•• 11stripe + 2 full coats
stripe + 2 full coats
•• Paint
Paint --depends
dependson onsystem
systemchosen
chosen
•• ULCC,
ULCC,VLCCVLCCaboutabout250,000m
250,000m2
2
•• Total
Totalcost
costforfortotal
totaltanks
tanks$9 $9to
to$11m
$11m++paint
paint
•• At
At1500m
1500m2per
2
perday,
day,this
thiscould
couldtake
take150days+
150days+
(Riding
(Riding crews are often used for suchlarge
crews are often used for such largejobs
jobstotoreduce
reduceout
outofof
service
servicetime)
time)
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3. IMO Regulations
Getting it right from Newbuilding
Developing the PSPC
• The MSC (in 2002) understood that it is vital to have the protective coating
applied correctly to properly prepared good steelwork at the Newbuilding
stage.
• They felt that the best way to achieve a good quality coating system at
Newbuilding was to develop a mandatory performance standard for water
ballast tank coatings which would also include a target service life
• International Paint have always supported this and have actively
encouraged Owners and Shipyards to Get it right from Newbuilding
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3. IMO Regulations – Developing the PSPC
• It was noted that SOLAS regulation II-1/3-2 made the coating of dedicated
seawater ballast tanks mandatory for oil tankers and bulk carriers. At this
stage MSC 76 (December 2002) agreed that the proposed standard should
include dedicated seawater ballast tanks and void spaces within double hull
spaces.
• The MSC concluded that there was a need for international performance
standards for coatings and requested it’s sub-committee on Ship Design
and Equipment (DE) to develop such standards.
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3. IMO Regulations – Developing the PSPC
Source: IMO Sub-Committee on Ship Design and Equipment 47 th Session Agenda Item 25, 12/03/04
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3. IMO Regulations – Developing the PSPC
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3. IMO Regulations – Developing the PSPC
• The coatings companies have not been allowed to input directly into the
development of the standard other than one company who was asked to
participate at country level.
• Individual coatings companies have been involved in meetings with some of
the “Industry” representatives, but the coatings companies have not been
routinely consulted on proposals and amendments.
• The coatings companies were asked to comment on the standards
development by the shipyard associations, since it is the shipyards who will
be most affected by the introduction of the standard. Advice offered was not
always accepted.
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3. IMO Regulations – Developing the PSPC
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3. IMO Regulations – ISO standards
Note: It is not IMO policy to use ISO or other standards. However, ISO will
be mandatory in Common Structural Rules.
www.iso.org
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4. Key Points
Shipyards
Owners
International Paint
Entry into force
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4. Key Points – Shipyards
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4. Key Points – Shipyards
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4. Key Points – Shipyards
Competitor SP Competitor AC
Competitor SP Competitor AC X
Requires 6m CP testing
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4. Key Points – Shipyards
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4. Key Points – Shipyards
Acceptable Unacceptable
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4. Key Points – Shipyards
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4. Key Points – Shipyards
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4. Key Points – Shipyards
Surface Cleanliness
• Dust quantity rating “1” for dust size
class “3”, “4”, or “5”. Lower dust size
classes to be removed if visible on the
surface to be coated without
magnification. See Industry Guideline
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4. Key Points – Shipyards
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4. Key Points – Owners
• Owners will get a better corrosion protection system for water ballast tanks
– Consistent steel work preparation
– Consistent surface preparation
– Consistent application
– Coatings that are ‘Type approved’
– Documented coating process at Newbuilding (Coating Technical File)
– Overall the Owner will get a ballast tank that has a targeted lifetime of
at least 15 years
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4. Key Points – Owners
• The coatings applied will all have been through the DNV Type approval
testing, or will have been shown to perform ‘good’ after 5 years in service
– In the short to medium term, the coatings will not change
– Future approved coatings will have to pass an even stricter test (but
they can now be tested at any ‘approved’ laboratory)
• There will be no room for specification (DFT) negotiations at the
Newbuilding stage
• Minimum secondary surface preparation (SSP) that shipyards need to
adopt for erection seam welds is St3 (no profile). This level of SSP is a
weakness in the overall system. Ship Owners should push for better levels
of SSP. Strong yards will refuse, other yards may accept, but will charge
extra (cost unknown at the moment)
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4. Key Points – Owners
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4. Key Points – Owners
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4. Key Points – International Paint
• All International Paint coatings specified for water ballast tanks will be Type
Approved.
• International Paint are working closely with IACS members to ensure that
all class societies recognise our ‘Type approved’ products
• International Paint have initiated a very large testing program for cross
testing of their products over all relevant shop primers (International Paints’
and competitors)
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4. Key Points – International Paint
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4. Key Points – International Paint
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4. Key Points – International Paint
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4. Key Points – International Paint
• The IMO Performance Standard for Protective Coatings was adopted at the
Maritime Safety Committee (MSC 82) meeting on the 8th of December 2006
• The IMO PSPC will apply to all Newbuildings >500 GT for which:
– The building contract is placed on or after 1st July 2008, or if no
contract;
– The keel of which are laid on or after 1st January 2009.
– The delivery is on or after 1st July 2012.
• A new standard to be applied to coatings protecting void spaces will be
developed by the CG and implemented at a later date
• A maintenance standard for WBT is also currently under development
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4. Key Points – Entry into force
Source: IACS
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5. Summary
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Appendix 1. Draft Industry Guideline
Coating Inspector(s)
Coating System
Primary Surface Preparation
Secondary Surface Preparation
Coating Process
Verification
Inspection
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Appendix 1 - Industry Guideline – Coating Inspector(s)
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Appendix 1. Industry Guideline – Coating System (1)
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Appendix 1. Industry Guideline – Coating System (2)
• To dispense with the second stripe coat in scope, the DFT measurement
adjacent to the welds, not further than 15mm from the welds, is acceptable.
Statistical sampling measurement similar to annex 3 for flat surface is
acceptable for the verification of NDFT.
• Stripe coats must be applied as a coherent film showing good film formation
and no visible defects such as pores or un-wet areas.
• The application method employed must ensure that all areas which require
stripe coating are properly stripe coated by alternative application methods
which include brush or roller.
• Wet film thickness of each coating is typically checked by the painter for
reference to achieve objectives of dry film thickness.
• It is recommended that steel rust grade A or B plates to be used by way of
the ballast tank areas to ensure the stipulated profiles of 30 – 75 are reliably
obtained and the profile gauging may be reduced accordingly.
• Where steel plate rust grade C or D is used then the required profile
gauging should be increased accordingly to ensure the standard is complied
with.
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Appendix 1. Industry Guideline – Coating System (3)
• Note that the incoming plate before blasting should be relatively clean. Oil,
grease and excessive salt contamination on the incoming plates should be
removed first to the extent possible before blasting (since blasting will push
these contaminants into the steel pores and profile).
• It is recognised that when blasting abrasive is recycled it may become
contaminated with other matter including water soluble salts. Blasting
abrasive is typically controlled through a QA system, however this potential
source of salt contamination may need to be taken into account should a
increase in salt contamination be encountered.
• It is recognised that in some cases the steel plates may arrive at the yard
already shop primed from the steel plant or paint subcontractors. In such
cases such shop primer must be removed in accordance with both the
standard and coating manufacturers recommendations, unless all
requirements of the standard have been complied with, including the
inspection requirements of section 6.2, cleanliness/compatibility/maximum
thickness requirements along with all proper documentation of such tests
and inspections by the coating inspector.
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Appendix 1. Industry Guideline – Primary Surface Preparation
Blasting
• Where blasting is carried out in a blasting chamber the 85% humidity limit
refers to the humidity inside the chamber not the outside humidity.
Shop Primer Application
• The coating manufacturer will confirm the compatibility of the shop primer in
way of the annex 1 test. The confirmed compatibility means that the
inclusion of the shop primer will provide at least equivalent performance for
the coating system, as [indicated] by the pre-qualification test.
• 3.3 of Table 1 of PSPC, the “coating in overlap” is to be treated according to
the coating manufacturer’s recommendation. Compatibility between main
coatings is to be confirmed by the coating manufacturer, where a main
coating certified under 1.3 of Table 1 inevitably contacts or overlaps with
another type of certified main coating, e.g. partial re-coating of damaged
part and coating nearby butts, where different seasonal type of coatings
have to be applied due to the change in environmental condition.
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Appendix 1. Industry Guideline – Secondary Surface Preparation (1)
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Appendix 1. Industry Guideline – Secondary Surface Preparation (2)
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Appendix 1. Industry Guideline – Secondary Surface Preparation (3)
• Lower dust size classes less than “3” are invisible on the steel surface
unless they are accumulated in large quantity. Visible accumulated dust
shall be removed to the extent of invisible level.
• Cleaning of oil contamination is to be carried out always according to the
coating manufacturer recommendation.
• Representative dry film thickness shall be measured after each coat except
for final coat for reference as guidance for subsequent work, and the total
dry film thickness after completion of final coat shall be confirmed in
accordance with annex 3.
• Where any defective areas were found at inspection, all such repairs shall
be checked after rectification and recorded in non-conformity report by the
coating inspector.
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Appendix 1. Industry Guideline – Coating Process
Where :-
1. Primary surface preparation is carried out at a facility where environmental
condition and quality level do not change substantially, and;
2. Primary surface preparation and shop primer are carried out by
automation,and;
3. Shop primer is applied immediately after blasting.
• The primary surface preparation inspection requirements of 6.2 may be
satisfied by periodic spot checks and this procedure is to be documented in
3.2.
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Appendix 1. Industry Guideline – Verification (1)
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Appendix 1. Industry Guideline – Verification (2)
• See the following forms for the documents to be included the “Coating
Technical File” specified in 3.4.2 of PSPC. These forms are just samples
and different forms may be accepted by the Administration.
– (1) Form PSP (3.4.2.3 and 3.4.2.5)
– (2) Form SSP (3.4.2.3 and 3.4.2.5)
– (3) Form CA (3.4.2.3 and 3.4.2.5)
– (4) Form DFT (3.4.2.3 and 3.4.2.5,)
• It is important that the Coating Technical File (CTF) contains a detailed and
accurate report of the whole coating process.. It should be recognised that
the list under 3.4.2 is a minimum recommended list of items to be included.
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Appendix 1. Industry Guideline – Inspection (1)
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Appendix 1. Industry Guideline – Inspection (2)
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Appendix 1. Industry Guideline – Inspection (3)
• Inspection for confirming suitable conditions for the erection joint prior to
coating may be limited to visual inspection at the coating inspector’s
discretion
• “Tank boundaries” means the corner welds of the tank boundary plates, and
gauge readings shall be taken adjacent to the welds, not further than 15mm
from the welds.
• Longitudinal girder and transverse web in double skin structure shall be
measured as flat surface areas i.e. one gauge reading per 5 m2 and at least
one reading per girder or transverse web.
• Openings means 400mm or above in diameter.
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IMO MSC.215(82) Performance Standard for Protective Coatings
Customer Presentation
July 2007