antifouling hull coatings from <strong>the</strong>market before <strong>the</strong> IMO conventionenters into force. The EU also passedlegislation that bans <strong>the</strong> application oftin-containing coatings and prohibitsvessels with tin-based antifoulings fromentering EU ports.The paint industry responded to<strong>the</strong>se regulations by fur<strong>the</strong>r developinganti-fouling coating technology basedon o<strong>the</strong>r fouling control mechanisms.The first coating developed usesalternative active species (biocides) informulations similar to <strong>the</strong> banned tinbasedsystems. However, EdwardKleverlaan of IMO, in an update of <strong>the</strong>AFSC, noted that <strong>the</strong> effect of some of<strong>the</strong>se active species on <strong>the</strong> environmentand humans was being studied.The o<strong>the</strong>r new technology is basedon non-stick (fouling release) coatings,and examples of <strong>the</strong>se were given bythree suppliers. Martin Pauwels andMartin Weightman (Subsea Industries)described <strong>the</strong>ir totally non-toxic systembased on a vinyl ester resin containinga high loading of glass platelets. Thissystem can provide a very smooth,tough coating that is effective againstcorrosion and fouling. Fouling does noteasily adhere to this smooth surface,which can be regained by in-waterpolishing to extend lifetime fur<strong>the</strong>r.Torben Rasmussn (Hempel) describeda fouling release coating based onsilicone resin and gave evidence of how<strong>the</strong> coating reduced hull skin frictionand optimized fuel consumption.John Willsher (International Paint)described fouling release coatingtechnology based on silicone resintechnology and <strong>the</strong> latest developmentusing fluoropolymers. Silicone foulingrelease systems contain no biocides,have low surface energy due to a verysmooth, “slippery” surface, and workwell for fast and active vessels.Fluoropolymers are purported tocreate smoo<strong>the</strong>r, tougher coatings withbetter fouling release and staticproperties, and can be used on morevessel types/trading patterns.Challenges: Present and FutureAndrew Alderson, Director TechnicalExcellence Centre, Registro ItalianoNavale, summed up <strong>the</strong> latestregulations and, looking to <strong>the</strong> future,highlighted <strong>the</strong> challenges <strong>the</strong>seregulations raise for <strong>the</strong> coatingsindustry. Alderson is also chairman of<strong>the</strong> IACS Expert Group on <strong>Coatings</strong>and sits on various industry technicalpanels.The PSPC for dedicated seawaterballast tanks in all types of ships anddouble side skin spaces of bulk carriersis prescriptive for <strong>the</strong> types of coatingsand control needed, said Alderson. It isnot, however, a barrier to innovation.Article 5 invites governments toencourage <strong>the</strong> development of newtechnologies and alternative coatingsystems and to keep <strong>the</strong> Organisationadvised of any positive results. Thesealternatives to <strong>the</strong> specified coating caninclude special steels or alternativecoatings (e.g., quick dry).Alderson also raised severalquestions. What about alternatives to<strong>the</strong> inspector or methods of inspection?As required in <strong>the</strong> PSPC, this has alarge resource requirement and is slow.There are quick drying coatingsavailable, but are <strong>the</strong>re quickinspections? Possibilities includeautomated inspection using robots andsmart coatings (self-indicating, opticalcoatings) but how can <strong>the</strong>se bevalidated?Future regulations are <strong>under</strong>way tocover <strong>the</strong> coating requirements in voidsand cargo spaces of oil tankers and for<strong>the</strong> inspection, maintenance and repairof marine coatings. Can we use certifiedcoatings for cargo tank coatings incrude oil tankers? What is <strong>the</strong>composition of <strong>the</strong> crude oil beingcarried and how will <strong>the</strong> ship masterknow if his coatings are compatible?For inspection, maintenance, andrepair, guidelines are being developedbased on IACS Rec 87. The guidelinesfor ships’ staff need to be simple andclear, or do we need qualifiedinspectors onboard?Ano<strong>the</strong>r IMO Regulation is <strong>the</strong>Ballast Water Convention. This is not acoatings regulation, but it impinges oncoating performance or lifetime. Thisconvention aims to stop <strong>the</strong> transportof invasive marine species from onepart of <strong>the</strong> globe to ano<strong>the</strong>r in <strong>the</strong>ballast water by ensuring <strong>the</strong> water istreated before discharge into <strong>the</strong> sea oris discharged into fixed onshorefacilities where it can be treated.Several onboard systems have beendeveloped, but <strong>the</strong> question remains:should <strong>the</strong>se ballast water treatmentprocesses be compatible with <strong>the</strong>prescribed coatings, or should coatingsbe compatible with <strong>the</strong> systems?It is obvious that <strong>the</strong> marine coatingindustry is in a dynamic era, with moreand more regulatory input. This canonly improve <strong>the</strong> performance obtainedfrom coatings, but can this be achievedwithout excessive cost to <strong>the</strong>industry—which negates anyadvantages gained from longerlifetimes? Only time will tell.52 www.paintsquare.comJ P C L F e b r u a r y 2 0 0 8
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