Selecting and Sourcing Marine Coatings · Selecting and Sourcing Marine Coatings A ... he main...

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Selecting and Sourcing Marine Coatings A JPCL eBook

Transcript of Selecting and Sourcing Marine Coatings · Selecting and Sourcing Marine Coatings A ... he main...

Selecting and Sourcing Marine Coatings

A JPCL eBook

Selecting and Sourcing Marine Coatings

A JPCL eBook

Copyright 2012 byTechnology Publishing Company2100 Wharton Street, Suite 310

Pittsburgh, PA 15203

All Rights Reserved

This eBook may not be copied or redistributed without the written permission of the publisher.

i

Introduction iii

The Future of Ballast Tank Coatings 1by Johnny Elisasson and Rodney Towers

Foul Release Coatings: Past, Present, and Future 9by Raouf Kattan

Hull Performance, Fouling and Coatings 12by JPCL Staff

Coating System Guide for the Marine Industry 17

Coatings Company Profiles 27

Contents

iiContents

1

9

12

17

27SPONSORED BY

iii

Introduction

Introduction

This eBook consists of three articles published in JPCL during the last

several years on the topic of selecting and specifying coatings for use

in protecting marine vessels, followed by JPCL Buying Guide material

on coating systems for marine environments.

The Buying Guide is organized by exposure type, such as “Exterior

Superstructures Marine, Weathering, & UV.” Then, coating manufactur-

ers are listed in alphabetical order and their preferred system is named

in both proprietary and generic terms. Finally, contact details are given

for all the companies.

This collection is designed to provide general guidance on selecting

and specifying coatings for marine vessels, and then to give sources for

acquiring the appropriate systems.

The Future of Ballast Tank Coatings

BallastTank

Coatings1

By Johnny Elisasson, Stolt-

Nielsen Transportation

Group; and Rodney Towers,

Safinah Limited

Editor’s note: This article appearedin JPCL in June 2008, and is basedon a presentation the authors gaveat a conference NACE Internationalsponsored in Shanghai in 2007.

he main stakeholders in the marine industry, the port state control, and the general pub-

lic demand ballast tank coatings that perform well. The International Association of Clas-

sification Societies’ (IACS) Enhanced Survey Programme (ESP) also demands quality by

requiring hard coatings that must perform to a very high standard. The pattern of raising

the quality and performance of coatings in ships’ tanks is a continuous challenge.

There are no requirements that ships must be built having good coatings in the ballast tanks, but

there is a requirement that such a coating must be in place when a ship is delivered. This require-

ment will change on July 1, 2008, with the implementation of the International Maritime Organiza-

tion (IMO) Performance Standard for Protective Coatings (PSPC) for ballast tanks, MSC215, (82).

As it is today, the coating in the worst “area under consideration” (part of a tank) must be at

least “Good” as defined under IACS rules. That not being the case results in a class notation for

that area. Class notations are not acceptable by many high-quality customers, meaning the ship

cannot trade properly. The tanks must remain “Good” not for a few years, or 15 years, but for the

life of the ship—that is a true challenge.

Ships operate in a truly global and very competitive business environment, and provide an envi-

ronmentally efficient service at a very low cost. The beneficiaries of the

low cost shipping services ultimately favor the consumer, which few

would deny is a good thing. However, the cost of stopping an oceangoing

ship, and putting it into a repair shipyard to recoat ballast tanks is phe-

nomenal. The costs have to be recovered and passed on to end users.

While working in a cut-throat business, new construction shipyards

strive hard to build ships in a safe and environmentally responsible way.

They must follow contract specifications to the satisfaction of their cus-

tomers, and adjust to meeting their differing demands and specifica-

tions.

When the same yard using the same laborers delivers to different

customers ships built to varying standards, stress on production is in-

evitable. Standardizing of building practices should lead to enhanced

productivity; hence, the quest of shipyards to standardize working meth-

ods and quality is fully understandable. Could there be a case, therefore,

for rethinking certain aspects of current coating practice and application

methodology in order to further improve performance standards of water ballast (WB) tank

coating systems?

All parties in the industry are aware of the need to rise to challenges that the IMO PSPC regu-

lations pose, and all parties share concerns about how best to meet these challenges.

This article is a condensed version of a paper in which the authors bring together their views

based upon their respective experience in different branches of the industry. They summarize cur-

rent industry practice in the coating of WB tanks; comment briefly on the IMO PSPC regulations;

suggest some consequences for shipbuilders and marine paint manufacturers; and propose some

ideas on the way forward. The full paper can be viewed at www.paintsquare.com.Effluent channel. All photos courtesy of the author.

T

The IMO PSPC regulations will put stringent demands on the service life of a water ballast tank coating. Photos courtesy of the authors

2

Current Position of WB Tank Coating Systems in New Construction

Three countries— Korea, Japan, and China—practically dominate shipbuilding output, ac-

counting for 75–80% of global tonnage. Thus, the standards of application, the type of prod-

ucts selected, and the QC procedures that shipbuilders in these countries adopt will heavily

influence any assessment of the overall performance in the service of WB tank coating sys-

tems. Similarly, the implementation of any new technology will depend on how or to what

extent proposed changes can be integrated into the very high-volume construction process.

Generic Types

Current practice among shipbuilders is to broadly offer either modified epoxy systems or

tar-free epoxy systems for coating ballast tanks. The terminology of tar-free epoxy can mean

any of three main product types: solvent-borne modified epoxies, solvent-borne pure epox-

ies, and solvent-free epoxies.

In general, Chinese and Japanese builders most commonly specify modified epoxies,

whereas yard standard offers from Korean builders usually specify pure epoxy systems. Only

some European builders specify solvent-free epoxies for full application in WB tanks.

“Modified-epoxy” originally referred to technical changes to the product binder. Adding

some lower cost raw materials improved properties such as surface tolerance, adhesion, and

flexibility. Coal tar epoxy became the most widely used modified epoxy in shipbuilding.

However, the intensely competitive nature of the shipbuilding industry led to reducing ear-

lier shipyard specifications of two-coat tar epoxy systems to one-coat systems. Shipyards

then pressured manufacturers to further reduce costs, resulting in the manufacture of some

lower-cost tar epoxy products. The objective of these actions was to find a minimum specifi-

cation and cost for painting WB tanks to a standard sufficient to avoid owners’ claims within

a shipbuilder’s 12-month standard warranty.

Following concerns in the 90s about certain raw materials used to manufacture tar epox-

ies, and in response to the IMO A798 recommendations to use two-coat, light-color, hard

coating systems in WB tanks, the industry switched to products such as non-tar, bleached tar,

epoxy mastic, and pure epoxy.

Different shipbuilders favored each of the different product types, and all evidenced good

performance. However, recently, owner preference seems to be moving toward pure epoxy

products and away from modified epoxies. Some European shipbuilders’ preference for sol-

vent-free epoxies is driven partly by having to comply with the EU Solvent Emissions Direc-

tive, SED, and the contribution to improving health and safety during application in

shipyards—in itself, a positive development.

Solvent-free epoxies tend to score well technically with characteristics such as good reten-

tion at edges due to slower flow, and lower internal stress in some formulations. While both

properties are desirable for long-term performance in the WB tank environment, the re-

duced flow also means less opportunity for surface wetting. Some progress has been made

with improving the rather slow cure of solvent-free epoxies at low temperatures, but the im-

provements have, so far, not proved sufficiently attractive for any of the major Asian yards to

adopt the products. A good coating, therefore, must meet the needs of the shipbuilder and

the ship owner before it can become a solution.

Secondary Surface Preparation

A widely discussed issue is how to treat sharp edges in tanks’ internal steelwork. Early coat-

ing failure has long been observed to begin on sharp edges where paint thickness has been

much below the specification thickness on flat surfaces. The purpose of grinding sharp edges

and stripe coating, therefore, was to promote the build-up of greater coating thickness over

sharp edges, rough welds, and other surface defects.

It should come as no surprise to find that the IMO PSPC regulation seeks to impose com-

mon standards across the global shipbuilding industry by adopting standards of good coating

practice that have proven beneficial when coating other locations in ships.

3

Application Practice

The major shipbuilders have all constructed large block coating halls. The block coating facilities in

Korea lead the field in Asia. In Europe, particularly in Germany, Denmark, and The Netherlands,

some excellent block coating facilities exist, but, in general, the size and type of ships built in

Europe are of smaller deadweight tonnage than those in Asia.

Block coating in large and small shipyards is often a bottleneck in the fabrication process and

consequently becomes a critical time constraint on overall production. Shipbuilders, therefore,

with their primary focus on production, will always seek a coating process that will minimize the

cycle time of blocks in the coating cells.

In recent years, application practice appears to have approached the common standard of a

two-coat epoxy system with nominal dry film thickness of 250–300 microns. Common standards

for stripe coating practice remain less than clear. Current shipyard practice is to apply either one

or two stripe coats. Thus, despite many advances in industry practice in recent years, some yards

will still have to seriously upgrade their WB tank coating practice when IMO PSPC comes into full

force mid-2008. It is already in force for tankers and bulk ships of specific sizes, under IACS Com-

mon Structure Rules (CSR).

Inspection Procedures

In a typical application of a two-coat epoxy system, including two stripe coats to WB tank areas at

block stage, four separate stages in the sequence require QC inspections. In accordance with the

new IMO.215(82) PSPC2, these inspections must be jointly agreed upon and made by properly ap-

proved inspector(s). Other inspectors can also be involved.

Current Problems in Service

Cracking is the principal failure characteristic of high-solids epoxies, currently widely specified and

applied in WB tanks. Internal stress released by shrinkage causes cracks.6 The most

common locations exhibiting this problem in WB tanks are in block joint areas and

on butt, seam, and fillet welds (Fig. 1).

In the authors’ general experience, 70–80% of cracking failures occur within the

shipbuilder’s normal 12-month warranty and so will give rise to a shipowner’s claim

against the builder. The shipbuilder will then pass the problem to the paint supplier to

examine and resolve. Often, though, such failures take longer than a year to develop

and can become unanticipated cost problems to be resolved within the owner’s

maintenance budget.

Several causes of the internal strain (stress) can lead to cracking: Excessive film

thickness, poor surface preparation, poor product formulation, incorrect overcoating

intervals, internal stresses, movement of lower scantling high tensile plating, retarded

solvent evaporation (poor ventilation or overly cold steel), and thermal cycling of a

structure adjacent to heated cargoes. A combination of these factors may cause

cracking.

Current Performance

Over the years, in quite a few case histories, certain shipowners have recognized the importance of

good WB tank protection, then wrote and contracted for their own high standard specifications at

new building. They accepted some additional cost and budgeted for regular coating maintenance in

WB tanks, which have achieved 15 years or more of performance in service. However, current

performance of WB tank coatings in general is still falling short of the IMO 15-year target life.

A major classification society made a statistical analysis of its data on ESP evaluations and found

that the average ship age at which time the coating went from “Good” to “Fair” was 8–10 years—

hardly satisfactory! Ballast tank coatings on ships built to a higher coating standard, recognized by

this classification society, on the average reached an age of nearly 15 before the condition reached

Fig. 1: Typical example of cracking at the weld

4

“Fair.” This finding says that 15 years is achievable, as proposed in the IMO PSPC, and that a better

job done at new construction pays off later.

Based on current coating performance in WB tanks, four main issues appear to be involved.

• Raising the general standard of WB tank coating practice in some shipyards, in particular, stan-

dards for secondary surface preparation and application

• Researching new coating products to improve performance, achieve better resistance to crack-

ing, and remain manageable by the applicator

• Changing the general approach of some shipowners to accepting the need for some planned

and regular WB tank coating maintenance and to include the cost in their repair budgets

• Providing easier, more objective methods of inspection

The best of past practice in the industry suggests that IMO’s 15-year performance target objec-

tive is entirely realistic, but raising the general level of coating performance to achieve the “Good”

standard required by the IMO 215(82)2 PSPC still requires good specification, good work, and

good maintenance.

Summary of the IMO PSPC Regs

The IMO document is long and detailed. It has been reported on in several papers and can be ref-

erenced easily. Apart from summarizing some of the main requirements for coating systems, this

article will not discuss the document further.

The primary aims1 of the PSPC are

• to achieve a 15-year target life performance for ballast tank coating systems, after which time

the overall condition of the coating system can be surveyed and described as being ‘Good,’ where

‘Good’ condition is defined in resolution A.744(18) as “ minor rust spotting affecting <3% of flat

plate surfaces, and <20% of welds and edges”;

• to influence the wider adoption of better coating systems with reduced maintenance;

• to improve safety at sea through better structural protection of WB tank steelwork and reduc-

tion in steel wastage;

• to highlight the need for good coating system maintenance supported by an appropriate costing

system to achieve the 15-year target performance condition; and

• to make the ballast tank application process more transparent.

Meeting the requirements of the PSPC and raising the performance of WB tank coatings will go

a long way to alleviating the trading problems of ship owners today (Fig. 2). The problems include

the cost of additional inspections required by the Class Societies and Port State authorities due

to poor coating condition, notwithstanding the costs of coating repairs. These trading problems

increase operating costs and reduce operating time and profits. Moreover, the added costs must

be passed on to the customers, making the owner less competitive.

However, these aims will have consequences for shipbuilders,

marine paint manufacturers, and ship owners, and, again, these

have been reported in detail. The ship owner can expect, among

other consequences, the following.

• New building prices will increase. Due to increased inspec-

tion time, during both block and in-situ coating application, cycle

time for painting operations will also increase, thus reducing

overall productivity at yard. The cost of training inspectors will

also rise.

• Owners will have to maintain the ballast tank coating,

although this cost could be offset somewhat by the

considerable financial benefit gained from the reduced costs of

recoating due to better initial coating application. That is, better

initial application should feed into lower through-life costs.

(Otherwise, why do it?)Fig. 2: Typical condition of tar epoxy system in topside WB tank

after 7-8 years, using present methods and coatings

5

The Way Forward

Initially, the IMO PSPC regulations seem certain to result in more costs for shipbuilders and paint

manufacturers, costs that both groups can be expected to try to recover through price increases.

This section will look at the way forward for shipbuilders and paint manufacturers, concentrating

on the latter.

For Shipbuilders

This is a time for a lot of new thinking on how to manage the new requirements arising from the

IMO PSPC regulations. However, shipbuilders should not feel locked into a box of current prod-

ucts and standards: The IMO PSPC regulations repeatedly encourage alternative products and in-

novation.

The directions of shipyard research might therefore focus on the need to find products and

methodologies to accelerate paint curing and QC procedures during block coating. Needed are

new coating materials tolerant to relative humidity higher than the current norm of 85% and ca-

pable of curing at temperatures below the +5 C limit of many epoxies. Shipyards should also con-

sider using alternative coating materials after erection.

Productivity is primary to shipyards. If they should conclude that an innovative coating process

and material could reduce coating cycle times, improve productivity, and yet deliver a better per-

forming, long-life WB tank coating system, then they could decide to treat the application process

as a shipyard engineering issue. If the potential benefits from such a change should be found im-

portant enough, shipbuilders may conclude that it would be in their best interests to exercise

more control over the process, even to the extent that yards will specify the WB system(s) the

builders will provide. The authors have learned that at least one major Korean shipbuilder has

taken the first steps in this direction. This would also mean that the yards would assume more re-

sponsibility for the performance of the coatings.

For Marine Paint Manufacturers

This time could be one of great opportunity for marine paint manufacturers. It will be surprising if,

in 15–20 years, major shipbuilders are still applying two-coat epoxy systems in WB tanks with the

method generally used today.

WB tank areas are just too big in terms of square metres for shipyard painting and too impor-

tant in terms of the structural integrity of the hull for the industry to let the status quo continue

for the product and the methodology. Essentially, the industry is still geared to coating technolo-

gies pioneered in the 1940s and significantly re-engineered in the 1960s. But the cost and produc-

tivity issues being triggered by the IMO PSPC regulations are of sufficient magnitude to initiate a

major drive for change in shipyard coating methodology.

Short- to Near-Term View: 1–5 Years

• Solvent-Borne Epoxy Systems:

Efforts will likely concentrate on improving existing epoxy products already on the market. A pri-

mary effort to reduce internal stress and thus improve flexibility in existing WB tank products

seems probable. Any modification should not negatively alter other vital coating characteristics

such as water resistance (vapor transmission rates, etc.).

It is worth restating that not only is the cohesive strength important, but so also is the adhesive

strength, and both strengths must be matched.

Some new products also on the market are said to have improved resistance to cracking. Infor-

mation on one of these, described as fibre-reinforced, was presented at the PCE Marine Coating

Conference4 2006. It is still too early to review in-service feedback reports. Also, in recent years

some manufacturers have improved the edge retention characteristics of some epoxies, and re-

search in this area will no doubt continue. But improved edge retentions must not come at the

expense of other vital characteristics, such as flow and wetting.

6

• Solvent-Free Epoxies: Solvent-free epoxies, in general, have far better flexibility than sol-

vent-borne epoxies; solvent-free products also offer the best environmental response to future

pressures expected on shipyard painting practice. Further product development of this type of

coating can be expected. However, at present, some solvent-free epoxies have other characteris-

tics that are not so user friendly for yards with high rates of block throughput. For example, dry-

ing times are sometimes slower, which impedes walk-on QC inspection; low-temperature curing

versions are still in general slower than with normal epoxies; and there is concern about their

surface wetting ability because such products do not flow much after surface contact. They have,

in general, however, better edge retention as a result. There are also very fast-curing, solvent-free

epoxies on the market; new curing agents have made faster and lower temperature cure possible

and much safer than with solvent-borne epoxies. The solvent-free systems generally require spray

application by plural-component pumps for proper control of the mixing and spraying, and this

type of pump is more expensive than the standard airless spray type that shipyards have widely fa-

vored for many years.

• Rapid-Cure Systems: Interestingly, in the U.S., the NSRP Technical Panel5 SP-3 reported in

2005 that NAVSEA was researching technologies for single-coat, multi-pass, rapid-cure systems in

tanks. The purpose was to improve application productivity by eliminating two stripe coats and all

the associated QC inspection work. If such an innovative approach can confirm good perform-

ance, then the applications engineering aspect of such technology must be of serious interest to

commercial shipyards. The authors understand that in this research, some novel, solvent-free sys-

tems will undergo shipyard application trials shortly.

If this US technology proves manageable by shipyards, and can be shown to reduce the block

coating cycle time for WB tank areas, then a challenging scenario might develop. A successful out-

come to this work might lead to the development of a new range of products based on the rapid

cure technology.

•The Dual Bonding Mechanism (DBM) Approach: The marine paint majors have long

been aware of the differences in standards of secondary surface preparation, physical access and

degree of environmental control with which they have to contend between blocks coated in a

purpose built painting cell and block joint areas coated inside the ship structure. Since the condi-

tions and standards of the modern ship construction process are unlikely to change, why not rec-

ognize the major difference in application conditions between block and block joint areas?

Instead of having to use the same product for the total internal WB tank area, why not consider

developing a block stage product with the primary need of aiding shipyard productivity and an as-

sociated objective of countering the potential loss in productivity that some shipbuilders are pre-

dicting? Of course, the product development will result in additional testing requirements.

• Main Coating Applied in Block Coating Facility: The constant demand on block

coating cell space points to the need for a product that will greatly accelerate drying so that

walkover QC checks can be made very soon after application. Yet the product should also retain

a maximum overcoating capability so that a second full coat can be applied within hours.

This idea envisages that two full coats and stripe coats can all be applied, QC can be

checked, and the block can complete its full WB tank coating cycle in 24–48 hours (Fig.

3). This kind of product should go a long way towards helping shipbuilders increase pro-

ductivity beyond the present situation.

• Coating of Block Joint Areas in the Ship: Because surface preparation stan-

dards in the block joint areas are generally lower than those for the main block, why not

consider a separate technical approach towards better product performance when ap-

plication must be done under these different conditions?

One approach could be to use two different products, each gaining adhesion by differ-

ent principles. The principles might be described as dual bonding mechanisms or the

DBM approach.

Fig. 3: Typical example of good stripe coating.Note the care employed not to overbuild

7

Using two different products to form one system with the first coat of the system acting as a

glue coat is not new. The old T-wash made vinyl coatings stick. If a glue coat should be developed

and prove successful in the WB tank environment, the concept might open the door for a much

wider application.

Good adhesion across the overlap with the block coating would be fundamental, and the

question, “over what?” inevitably arises if one manufacturer is unable to supply approved products

for both the block coating and the block joint area. If a painter is using two products, the block

joint coating would need good adhesion to the main block coating at the overcoated edge areas.

If products are from different manufacturers, then the adhesion level between the joint coating

and the main block coating would be unknown. The parties would have to resolve testing issues. It

will be important also to gain owners’ confidence. The hybrid approach might be unusual but

technically possible.

Mid-Term View: 3–8 Years

• Innovative Primer System: The auto industry had big problems 15–20 years ago when

bodywork paint systems were found to be generally deteriorating after even 2 or 3 years, which

customers found unacceptable. One manufacturer researched the situation and came up with a

completely innovative methodology and product type for priming the steel bodywork. This inno-

vation resulted in far superior performance and has subsequently been wholly adopted by the

auto industry. Can the marine industry learn something from the auto industry’s approach?

• The ‘Glue Coat’ Primer Proposition:

Two questions are now posed.

1.Why should the first coat and second coat have to be of the same material?

2. Can some technical combination of different coating products produce a system suitable for 15

or even 25 years’ performance in the WB tank?

The authors’ view on question 1 is that because there is virtually no historical precedent for

the use of any mix of coating products in WB tanks, the issue has not been fully addressed. The

authors are, however, aware of a small number of exceptions to this norm. During the 80s, a few

progressive owners chose to meet the additional cost of applying a zinc silicate primer, and then

overcoating it with two coats of tar epoxy. Examples of very satisfactory performance of this type

of mixed coating system are still afloat after more than 20 years in service, which helps answer

question 2.

The examples of successful performance above lead directly to the question of whether such a

system could be successfully formulated to meet the needs of today’s high steel throughput ship-

building. What if, therefore, the first coat was designed primarily to maximize adhesion to the zinc

silicate shop primers generally favored in ship construction? The function of such a first coat

would essentially be that of a glue coat. The second coat would be formulated to form the anti-

corrosive barrier.

The challenge would be how to complete the above procedures on a WB tank block in a target

time of 24 hours.

Summary

Ships need a good ballast tank coating during the ship’s entire service life. A good WB tank coat-

ing will help lower operational costs, benefit the environment and the ship’s customers, and be

overall good economics. To change steel is expensive and time consuming.

Ships also need predictable coating performance to enable proper planning and budgeting of

coating maintenance.

Marine paint manufacturers have developed the specialist coating technology to protect water

ballast tanks for long periods and have the capability to supply various products that can meet the

new performance standards set out by IMO to satisfy the rightful demands of the primary stake

holders. The challenges for the future will be about how to employ new technologies and develop

new products that can help shipyards achieve both a higher quality of initial application and longer

service life.

Coating technologies have entered a new, dynamic phase. The IMO PSPC regulations seem

certain to stimulate substantial rethinking of the whole methodology of painting WB tanks.

The authors anticipate that the result of such research should lead to more than a one-product,

one-technology solution.

Shipyards, for their part, will always seek to perform at maximum efficiency and lowest cost to

enhance their competitiveness and profitability. Predictable production will assist shipyards in

their planning, scheduling, and costing of new ships. The IMO PSPC is a challenge to shipbuilders;

the authors anticipate that shipyards will now be ready to explore new options in WB tank paint-

ing more than ever before.

References

1. Kattan, Dr. R. Coating Performance Standard, PCE-PSPC Training Course, Amsterdam, Feb. 2007.

2. IMO.215. (82) PSPC standard.

3. International Association of Classification Societies (IACS) UR Z17.

4. Pedersen, L.T., “Fibre Reinforced Crack Resistant Epoxy Coatings for Ballast Tanks,” PCE Marine

2006.

5. Brinckerhoff, B., NSRP Technical Panel SP-3, Navsea 05M Coatings Update, Jan. 2005.

6. Mills, Dr. George and Eliasson, Johnny, “Factors Influencing Early Crack Development in Marine

Cargo and Ballast Tank Coatings” (JPCL, February 2006).

Additional Source

Tanker Structure Cooperative Forum (TSCF) Guidelines for the selection and application of ballast

tank coatings.

8

JPCL

eeping ship hulls free from fouling has traditionally required a biocidal effect pro-

duced by any of a number of mechanisms, such as copper compounds alone; copper

compounds in combination with a booster biocide of some form; and tributyl tin

(TBT) compounds with booster biocides.

In recent years, polishing and smoothing mechanisms have also added to the per-

formance of the antifouling products. The combination of these mechanisms to cre-

ate self-polishing co-polymers (SPC) has today enabled paint manufacturers to keep vessels free

of fouling up to five years, and, in exceptional cases, longer.

However, the ban on TBT—because of its adverse effects on the environment—and concerns

about other biocides’ environmental impact have prudent paint companies and ship owners look-

ing for biocide-free alternatives. Several technologies are being offered in the marketplace. Of

these technologies, the most commonly used at present is silicone-based. While silicone-based

technology for coatings is not new, its use for protecting ships against fouling is a relatively recent

phenomenon. Based on the author’s experience as a consultant to the marine industry, this article

reports on silicone technology, its limitations, its advantages, and its implications for the future of

coatings to protect hulls from fouling.

Silicone Technology: How It WorksSilicone technology works by creating a coated surface that has been variously described as very

smooth, non-stick, easy to clean, or having a low surface energy. These terms attempt to address

the basic feature of a silicone-based coating: The coating makes it difficult for marine growth to

attach to the surface; moreover, any attachment made is very weak and can be broken by vessel

movement.

To be differentiated from antifouling coatings that leach toxins in one form or another into the

environment, siliconebased coating technology is referred to as foul-release technology and is

considered environmentally friendly. (The environmental advocacy group Greenpeace uses this

type of technology on its vessel, the Rainbow Warrior.)

Because silicone coatings do not contain biocides, they do not need to be registered under any

country’s environmental legislation. Without incurring the costs associated with product registra-

tion, silicone coatings are relatively cheap to bring to market.

The surface created by the application of the silicone-based, foul-release coatings is claimed to

be smoother than that of freshly applied SPC-type antifouling coatings . Owners of vessels re-

cently out of dry dock report measurable fuel savings, even when these products have been ap-

plied only to the propellers.

Limitations and StrengthsMost of the existing foul-release coatings require a vessel to have a threshold speed of about 14–

15 knots (kts) with relatively high levels of activity, so silicone technology is not currently suitable

for all vessel types.

Despite the often cited 15-knot threshold speed, silicone-based foulrelease coatings have been

applied on a number of slower and less active vessels (such as tugs) with mixed results. Because

the results are mixed, application on vessels with speeds below 15 kt must be determined on a

case-by-case basis.

Foul Release Coatings:Past, Present, and Future

FoulRelease

Coatings9

By Raouf Kattan, Safinah, UK

Editor’s note: This article appearedin a Special Marine Supplement toJPCL published in February 2006.

K

In addition to threshold speed, the limitations of silicone-based coatings to date have been re-

ported as follows:

• cost,

• potential for cross contamination in the shipyards,

• difficulty of repair, and

• low mechanical strength.

Cost has been relatively high, some four to five times higher than the top SPC systems. How-

ever, foul-release coatings have a much longer service life than SPC systems. The longer service

life, which are in excess of five years, and the fuel savings reported give a relatively short payback

period for the vessels that achieve speeds above 15 kts. Payback periods as short as three years

have been reported.

In addition, prices are set to start to come under downward pressure as more and more paint

manufacturers enter the foul-release market.

The problems for new builds have been based on cross contamination (traces of silicone paint

on adjacent surfaces cause paint adhesion problems); generally tighter procedures required to

properly control application; and poor low temperature capability of some of the products in the

marketplace. But these problems have been overcome either by improved procedures and con-

trol or, in extreme cases, the use of a predelivery dry-docking, which can be justified by the re-

ported fuel savings.

The silicone-based systems can be difficult to repair. (How do you get paint to stick to a non-

stick paint?) To address this problem, paint suppliers have developed tie coats for repair. While the

repair process is more complex than that for antifoulants, the increased life span of the silicone

coating scheme can provide the savings to cover these costs.

Finally, the coatings are soft and therefore susceptible to mechanical and frictional damage

from tugs/fenders. Vessels likely to be subjected to mechanical damage are not well suited to the

current generation of foul-release products. This situation has often led to hybrid schemes, such

as the use of traditional antifouling coatings around the water line to give mechanical integrity,

and the use of silicone for the rest of the underwater hull.

Frictional damage, in particular alongside in port, has in some instances been eliminated by

keeping the fenders wet so that the coating remains slippery, hence preventing damage.

The Present State of Silicone Technology in Foul-Release CoatingsSilicone technology is not new. It can be traced back almost 30 years in the patent literature. But

its use has been a mere trickle until the past two years. In fact, foul-release coatings have passed

two milestones in the past year or two:

• Major ship owners are now taking up the use of these products during the drydocking of large

parts of their fleet to help offset higher fuel costs.

• More major paint companies are offering silicone-based products.

Both of these moves will increase volume sales and generate more competition, placing cur-

rent prices under pressure. In addition, the author’s company understands that a number of tech-

nology developments are advanced enough to considerably reduce the threshold speed to 9–10

kts.

Table 1 gives an indication of the potential for foul-release products based on data about the

world fleet as it stood at the end of 2003. The table also indicates that some 22% of the world’s

vessels are eligible for the use of silicone coatings on a 15-kt threshold. Of course, not all the ves-

Ship type

Liner

Deep sea

Deep sea

Naval

Total

Number of vessels with a design speed above 15kts.

4,859

4,270

9,070

3,916

22,115

Table 1: World Fleet as of 2003

10

sels capable of 15 kts meet the activity criteria. Analyses of the fleet for different speed thresholds

indicate considerable changes to this picture. The number of vessels is not a good indicator of

coating demand. The true potential for silicone coatings is evident only when the analyses are run

using suitable tonnage measurements.

What is clear is that the uptake of these products is showing considerable increase as can be

seen from data compiled in a survey of the major paint companies: There were 107 applications of

silicone-based foul-release coatings from their introduction to the market 30 years ago until 2004,

while there were 261 total applications as of 2005.

Thus, in the first 30 years of the technology, only 107 vessels were coated, whereas in the first

11 months of 2005 an additional 154 vessels were coated with silicone systems. In addition, al-

most 200 propellers have been coated, and an increasing number of rudders are being coated

where the silicone technology is claimed to show some resistance to the effects of cavitation.

The minimum annual growth in silicone-based coatings declared by one major paint company

has been 100%, with some companies showing 300% growth in sales.

The vessel types that have had these products applied include

• container ships,

• very large crude carriers (VLCCs),

• ferries,

• passenger ships,

• frigates/destroyers,

• tug boats, and

• mine counter-measure vessels (MCMV).

Of the ships above, only one is identified as a new build, while the others were reported to be

coated during dry-dock.

However, the number of vessels on order that are now being pre-specified with silicone coat-

ings is also showing a marked increase after Daewoo’s recent technological breakthrough—con-

struction of the first new building with silicone coatings specified. Many new container ships and

LNG carriers are now being specified with these coatings.

To Where from Here?It is tempting to surmise that silicone-based foul-release coatings will provide the answer to all

antifouling problems for many years, thus signalling the end of biocide and heavy-metal-based sys-

tems. But this conclusion is premature.

Although they are biocide-free, silicone-based coatings are not problem-free. There is some

concern over their environmental impact, with some studies already conducted on the leaching of

silicone oils.

It is also evident that paint companies are not relying on this one solution for the future: many

testing programs for alternatives are under way. In addition, the silicone technology faces a chal-

lenge from “hard coatings,” which a number of ship owners have applied in trials with mixed re-

sults. A number of the alternative technologies will soon undergo testing as part of a major

European research project, while other European-funded projects are looking at the potential for

nano-technology engineered surfaces

The future in the antifouling market was once very predictable, but the demise of TBT and the

increase of environmental legislation make the future far less clear.

Raouf Kattan (Ph.D., C.Eng.) is the managing director and founder of Safinah Ltd., a UK-basedcoating consultant company providing advice on all aspects of the coatingprocess from raw material development to in-service maintenance. Clients in-clude navies, ship owners, shipyards, and paint companies.

Dr. Kattan has also worked for Appledore International Ltd., a leading marineconsultant firm focusing on shipyard engineering; and he was business devel-opment manager for International Marine Paint’s worldwide marine new build

market. He has lectured in Shipbuilding at Newcastle University.

JPCL

11

trategies and technologies continue to be developed for combating the growth of plant and

animal life on coatings applied to ship hulls. These developments occur within the context

of an awareness of the environmental and fuel efficiency significance of hull coatings. Recent

papers describing research into three quite different approaches to hull coatings—biocide-

containing antifouling coatings, foul release coatings, and surface treated coatings—are re-

viewed below. These papers were given at the JPCL-PCE Marine Coatings Conference (MCC), held in

Hamburg, Germany on September 24–25. The MCC was held in conjunction with SMM: The Ship-

building, Machine, and Marine Technology International Trade Fair. Two related papers also given at the

MCC are reviewed in sidebars accompanying this article.

But first, a little background on hull coatings and fouling organisms is in order.

Fouling and its Economic and Environmental Impact

Barnacles, mussels, tubeworms, sea weeds such as enteromorpha and ectocarpus, and other plant life

generically referred to as “slime” attach themselves to all types of coatings. (They also adhere to un-

coated substrates such as wood and steel.) The time needed to attach varies: some sea weeds adhere

in as little as a few hours, while barnacle larvae take about 48 hours.1 By and large, the fouling does

not occur when a ship is in transit at speeds above 4–5 knots; the force of the moving water strips

away the fouling because it has not had enough time to fully adhere to the coating. Consequently, most

fouling occurs when a ship is docked. Water temperature and pH, salinity, and flow speeds affect the

degree of fouling. Warm tropical waters, for example, induce more fouling growth.2

The attachment of fouling causes the severe roughening of a hull surface, creating increased drag as

the vessel moves through water. This drag either slows down the running speed of the ship, or in-

creases the fuel needed to power the ship to sustain maximum running speed. Operational costs are

increased either way. This increase in costs is far from insignificant. By some estimates, a 10,000-ton

(9,000-tonne) fouling-laden cruiser, after 6 months in temperate waters, may use up to 45% more fuel

to maintain a speed of 20 knots, compared to a fouling-free vessel.3

In addition to the increased fuel costs, increased fuel consumption entails the release into the at-

mosphere of greater amounts of pollutants. This release of pollutants is also far from insignificant: total

CO2 emissions from the global trading fleet for commercial shipping in the year 2007 has been esti-

mated at 1,120 million tonnes.4 The difference be-

tween increased fuel consumption and increased CO2

emissions is that a ship owner pays nothing for the

latter; there is no tax on the environmental damage

caused by CO2 emissions.5 [Editor’s Note: There are,

however, regulations coming into force that restrict other

pollutants from ship exhaust, e.g., NOx (nitrogen oxides).]

There are a number of ways that hull coatings func-

tion to reduce fouling and thereby reduce fuel use and

environmental impact. The technology with perhaps

Hull Coatings

By JPCL Staff

Editor’s note: This article appearedin JPCL in November 2008.

Hull Performance, Fouling, andCoatings

S

12

the longest history of use is antifouling coatings, which contain biocides (toxins) that, over

time, leach into the micro-layer of water immediately surrounding a ship hull. The toxins in-

hibit the growth of fouling organisms, essentially poisoning them. Copper oxide and tributyl-

tin (TBT) are examples of biocides that have been employed in antifouling coatings; the

amount of these biocides, the specific formulation of a coating, and environmental and other

factors all affect the rate at which the biocide is released into the water surrounding a ship

hull. Depending on the service environment, antifouling coatings have service lives of as lit-

tle as six months.6

Further development of antifouling coatings occurred when TBT biocides were for-

mulated with polymer chemistry, leading to the creation of so-called “self-polishing” co-poly-

mers (SPCs). The non-biocidal components of these coatings, polymer residues, are somewhat

water-soluble after hydrolysis. So not only does the biocide leach into the water, but the

other coating components slowly erode as well, exposing underfilm layers of toxic polymer

for renewed hydrolysis. The surface of the film thus becomes smoother, or polished. This pol-

ished surface creates less drag, which enhances fuel efficiency. Some SPCs are noted for pro-

viding as long as a five-year service life.

There are, however, negative environmental consequences from the use of biocide-

containing antifoulings. Evidence has been gathered throughout the globe of the increasing

bioaccumulation of tin, copper, and other toxins in fish, crustaceans, and other marine or-

ganisms that do not cause fouling (non-target organisms).7 This creates a seeming paradox—

coatings that aid in the reduction of fuel consumption and the associated air pollution are

toxic to non-target organisms in the seas. The old adage applies: it’s hard to tell the poison

from the cure. The use of antifoulings with TBT as a biocide is now banned; the International

Maritime Organization (IMO) adopted the International Convention on the Control of Harmful Anti-

Fouling Systems on October 5, 2001, and the Convention came into full force on September 17, 2008.

Foul-Release Coatings

Developments in an alternative technology are discussed in the paper, “Operational and Environmen-

tal Impact of Foul Release Coatings,” by C.W. O’Leary of International Paint Ltd., UK.

Foul-release coatings are biocide free; instead, they are formulated to create a non-stick surface sim-

ilar to the inside of non-stick cookware. The coating film, by virtue of its very low surface energy, is

slippery and thus minimizes the ability of fouling to adhere. Even when a ship is inactive and fouling at-

taches to a foul-release-coated hull, the fouling is removed in one of two ways: either by the shear force

of moving water as the ship travels, or by underwater cleaning, which requires significantly less shear

force than needed to remove fouling from hulls coated with an antifouling coating. The diminished

force needed to remove the fouling also results in less damage to the coating, O’Leary points out.

Foul-release chemistry, developed in the 1990s, typically is based on silicone. O’Leary addresses the

next generation of foul-release technology, patented in 2007, based on fluoropolymer chemistry. Ac-

cording to O’Leary, this new chemistry represents a significant improvement over the silicon-based sys-

tems: 2% improved fuel efficiency and 2% reduced emissions; and, compared to typical SPC antifoulings,

6% improved fuel efficiency and 6% reduced emissions.

The author attributes the advantages of the new fluoropolymer technology to several factors. The

average hull roughness (AHR) is singled out as critical. According to O’Leary, measurements performed

on hundreds of vessels indicate an AHR of 125 microns (5 mils) for SPC antifouling-coated hulls; an

AHR of 100 microns (4 mils) for silicon-based foul-release-coated hulls; and 75 microns (3 mils) for a

fluoropolymer-based foul-release-coated hull.

The low surface energy advantages of fluoropolymer foul-release coatings are attributed by the au-

thor to their amphiphilic properties. That is, these coatings are both hydrophobic (repelled by water)

and hydrophilic (attracted to water). Their amphiphilic nature is significant because some marine foul-

ing organisms have a hydrophobic nature, while others have a hydrophilic nature. The amphiphilic sur-

face of the fluoropolymers enables the coatings to minimize the chemical and electrostatic adhesion

between the surface and a wide range of foulings.

13

The resistance of these new coatings to slime build-up is also reported to be 50%

greater than the resistance of silicon-based foul release coatings.

The author, in conclusion, projects a mean savings comparison between these new

coatings and an SPC antifouling for a Very Large Crude Carrier (VLCC): over a five-

year period, a savings of over 9,300 tons of fuel (USD 2.8 million based on a price of

$300 per ton); and a reduction in CO2 emissions of around 12,000 tons.

Antifoulings Revisited

Eivind A. Berg presents a quite different perspective on fouling reduction in his paper,

“The Environmental Trade-Off.” According to Eivind, the leaching of biocides from an-

tifouling coatings presents far less of an environmental threat than the greenhouse

gases (GHGs) emitted from commercial shipping.

In Berg’s analysis, hull smoothness imparted by foul-release coatings is diminished

during service due to microbial growth and slime attachment. Regular cleaning of such

surfaces is required to prevent this fouling and regain acceptable fuel economy. There-

fore, he concludes, state-of-the-art biocide-based antifoulings outperform foul-release

coatings in terms of reduced fuel use and GHG emissions. By “state-of-the-art,” the

author is referring to biocides currently used in antifoulings, subsequent to the IMO’s

TBT ban. These biocides are not listed or detailed in the article but are noted to be

documented as environmentally acceptable. Two criteria are named for this accept-

ability: the biocide, once leached from the coating, must degrade or deactivate in hours

or days to become non-toxic; and the biocide must not create the potential for bioac-

cumulation in organisms or food chains.

Berg also discusses the transport of hull-attached, invasive, non-indigenous species from one global

region to another. Environmental hazards are associated with this transport; take, for example, the

damaging translocation in the 1980s of zebra mussels from the Caspian Sea into the U.S. Great Lakes.

The author makes two points regarding the transport of invasive species: first, that it is not regulated

nor taken into account in assessing environmental impact; and second, that antifoulings outperform foul-

release coatings in the prevention of this transport. [Editor’s Note: Transport of invasive species via ballast

water exchanged is being regulated.]

According to the author, hull roughness defines environmental impact. In light of this, he says that

foul-release coatings are softer than antifoulings and are more easily damaged by anchor chains, quays,

and other ship equipment. Foul-release coatings are also more difficult to repair and maintain, the au-

thor says.

Surface Treated Coatings

Yet another strategy for dealing with fouling on hull coatings has been recently developed. This strat-

egy is described in “Surface Treated Coatings and Ship Hull Performance,” written by B. Van Rompay

of Hydrex NV/Subsea Industries NV. Surface treated coatings (STCs) are biocide free. They are for-

mulated to be durable and to undergo regular underwater power-tool cleaning and conditioning

throughout the service life of the coating, without the need for reapplying the coating.

The conditioning aspect of the strategy is designed to improve the surface characteristics of the coat-

ing, while the cleaning aspect is designed to remove any fouling in the early stages of development. There-

fore, hull smoothness is of paramount importance for STCs: it is the primary factor in reducing fuel

consumption and hence reducing GHG emissions. A graph in the paper demonstrates that, compared to

a newly applied STC, hull roughness actually decreases after the coating has been in service and has then

been cleaned and conditioned. The author further notes that there is now a patented technique that com-

bines the conditioning and cleaning operations of an STC, thereby reducing maintenance costs.

One commercially available STC formulation is described in the paper—a vinyl ester with a high con-

centration of embedded glass flakes. This STC, applied at high film thickness, is reported to have good

anti-corrosive properties and to be approved as a superior-grade ballast tank coating, the application

for which it was originally designed. Furthermore, the author cites tests that indicate that after more

14

he shipping industry is in the middle of an energy crisis reminiscent of the 1970’s, and owners are busy trying to save energy. The useof efficient antifouling systems is one of the main methods to obtain fuel cost savings. Since the tin ban, the use of silicone foul-releasecoatings has been the method of choice. John Drew of the Carnival Corporation gave an owner’s perspective of applying silicone or foul-release coatings to newbuildings, at the recent Marine Coatings Conference (Hamburg, 24–25 September 2008).

Carnival Corporation decided to use foul-release coatings and has a track record of their use on more than twenty ships, all coated at repair.For optimum savings and performance, however, the question to be answered is, “Do we apply the coatings at newbuilding, or on vessels thatare already operational (first drydocking)?” The factors to be considered are cost differences (application and operational); outfitting issues;delays in delivery of ships, which are very costly; and other factors, such as new antifouling systems and underwater cleaning options. With a tight schedule, a silicone-based paint system can be applied in seven days. The following are various options.

• Apply at newbuilding. This might also be done at the pre-delivery stage before completing the vessel. • Apply it at first docking, after about 2.5 years of service. This leads to different potential fuel savings. The advantage is less drag in thewater. Most operators would like to apply the coatings straightaway, but this practice could lead to delaying the completion time of the ship and

add to initial costs. On the other hand, the first docking will be a little less expensive, as usually a washdown and some touchup is all that isrequired. Postponing the application of the system to the first docking will extend this docking time, compared to applying it during new-building. Missing a single planned cruise has a severe cost penalty. In addition, the reliability might be reduced due to inferior adhesion to thefirst antifouling layer. Carnival has not considered practical the option of application after the block building stage because it is difficult to move the segments around

without damaging the paint. One also has to deal with masking when the next construction phase is under way. Alternatively, it could be applied during the pre-delivery phase, whereby the hull is launched with sacrificial anodes attached to it. This

approach at least saves masking.• A further option might also be to apply it to the flat bottom only, after sweep blasting as a surface pre-treatment. There are pros and cons for the shipyard and the owner in the alternatives. This comparative study is ongoing. There is no universal

solution, no “one size fits all.”

than 500 cleanings of the same STC-coated surface, smoothness is improved compared to the hull as

originally coated.

Van Rompey says that another advantage of STCs over foul-release and antifouling coatings is the

STCs’ superior removal during cleaning of smaller fouling, e.g., protozoa and spores of algae. After

cleaning, foul-release and antifouling coatings are reported to have more crevices than STCs; smaller

foulings take shelter in these crevices, increasing drag. According to the author, it has also been demon-

strated that removing fouling from a vessel without reapplying an antifouling paint increases the sus-

ceptibility of the surface to new fouling.

The author also describes an ongoing EU-funded research project that assesses the economical and

environmental benefits of applying STCs. According to the author, other testing also indicates that the

underwater conditioning of STCs, which releases fine particulate matter into seawater, is an environ-

mentally safe process.

Furthermore

For more information on the papers reviewed, contact JPCL’s Brian Goldie—email: [email protected].

Notes

1. Clive H. Hare, Protective Coatings: Fundamentals of Chemistry and Composition, Technology Publishing

(Pittsburgh, PA), 1994, p. 486.

2. Hare, p. 486.

3. Hare, p. 485.

4. Review of MARPOL Annex VI, IMO, Sub-Committee on Bulk Liquids and Gases 2007.

5. Berg, Eivind A., “The Environmental Trade-Off,” paper presented at the Shipbuilding, Machinery, &

Marine Technology International Trade Fair (SMM; Hamburg, Germany) 2008.

6. Hare, p. 486.

7. Hare, p. 488.

JPCL

An Owner’s View of Foul-Release Coatings

T

15

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NLB’s semi-automated VertaJet™ lets you do surface prep more productively than manual water jetting, with less effort. The lightweight SRT-6LT has ergonomic handles and 40,000 psi rotating jets with a 6” cleaning path.

The SRT-6LT quickly removes coatings, epoxies, rust, and more from steel and other substrates. The nozzles need no air to rotate and get into corners better than ever before. Vacuum recovery of water and debris is standard.

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PREQUALIFICATION OF PROSPECTIVE BIDDERS: The New Jersey Turnpike Authority (NJTA –Authority) is seeking Contractors to become prequalified under Special Classification, “Painting, Com-plex” and Classification Rating, Unlimited, utilizing the Authority’s Prequalification process in antici-pation of the below contracts.Contract No. P100.185: The Driscoll Memorial Bridge (Structure No. 127.2N) is located on the Gar-den State Parkway between Interchanges 125 and 127 in Sayreville Borough and Woodbridge Town-ship, Middlesex County. The bridge measures 4,392 feet long by 129 feet wide and carries four (4) lanesand two (2) shoulders each on the Northbound Inner and Outer Roadways. The typical bridge crosssection consists of four (4) main deck girders with floorbeams and stringers. The main river unit is1859 feet long consisting of three (3) sets of three span continuous units and crosses the Raritan Riverwith a maximum vertical clearance of 135 feet above a 200 foot wide shipping channel. The south ap-proach consists of eight (8) 135 feet long simple spans that cross an open infield area. The north ap-proach consists of 12 simple spans that range from 85 feet to 155 feet in length that cross Smith Street(2 spans) and open infield areas. Riveted plate girders fabricated of painted carbon and silicon steel areused throughout the eastern half of the structure (beneath the Northbound Outer Roadway), andwelded plate girders fabricated of weathering steel are utilized throughout the western half of the struc-ture (beneath the Northbound Inner Roadway).

Work shall include the removal of approximately 980,000 SF of existing lead based paint through-out the eastern half of the bridge to a near-white (SSPC SP-10) blast cleaning standard utilizing a fullcontainment system during all blasting and repainting. The work will also involve abrasive blasting(SSPC SP-10) and painting of approximately 125,000 SF of weathering steel within the western half ofthe structure. The work on the weathering steel will specifically involve the beam-ends, areas belowbridge deck joints (some painted and unpainted), the east face of Girder No. 2 and areas as directed inthe field during construction. The existing paint system will be replaced with a NJTA approved threecoat system (Zinc Primer / Epoxy Intermediate / Aliphatic Urethane Finish). Work shall also includeMaintenance and Protection of Traffic, PEOSHA Compliance Upgrades to Existing Inspection Walk-ways, and other incidental structural work called out in the contract documents. Estimated Construc-tion Cost: $30M-$40M. Anticipated Award is February, 2012.Contract No. T100.216: The Delaware River Turnpike Bridge (Structure No. P0.00) serves as the linkbetween the New Jersey Turnpike and Pennsylvania Turnpike and is jointly owned and maintained byboth the NJTA and the Pennsylvania Turnpike Commission. The structure is 6,574 feet long by 80 feetwide and crosses the 500 foot wide shipping channel of the Delaware River at a vertical clearance of135 feet. In addition to the river, the structure’s west approach spans cross US Route 13, Amtrak’sNortheast corridor line (six tracks with catenary), and four (4) local streets all in Bristol Township,Pennsylvania. The east approach spans cross open infield areas and River Road in Florence Township,New Jersey. The structure is a combination of girder, floorbeam, and stringer spans; and continuousdeck truss and through arch truss units. Ten (10) simple girder and floorbeam, and stringer spans(1,245’ long) and three-span and four-span continuous deck truss units (651' and 1,082' long respec-tively) form the Pennsylvania approach, while four (4) simple girder, floorbeam, and stringer spans(496’ long) and three-span and four-span continuous deck truss units, similar to the Pennsylvania decktruss spans, form the New Jersey approach. The main river unit is a three-span continuous througharch truss with a 682 foot main span and twin 343 feet anchor spans. The floor system is suspendedthrough the main span by wire rope suspenders, and pinned clevis sockets attach the suspender ropesbetween the supported floorbeams and truss panel points. Punched plate box member construction isused for the arch truss and heavy rolled H column sections are used for the deck trusses. Riveted fabri-cation of painted carbon and silicon steel are used throughout the structure.

Work shall include the removal of approximately 2,100,000 SF of existing lead based paint to anear-white (SSPC SP-10) blast cleaning standard utilizing a full containment system during all blastingand repainting. The existing paint system will be replaced with a NJTA approved three coat system(Zinc Primer / Epoxy Intermediate / Aliphatic Urethane Finish). Work shall also include Maintenanceand Protection of Traffic, Seismic Retrofit, PEOSHA Compliance Upgrades to Existing Inspection Walk-ways, and other incidental structural work called out in the contract documents. Estimated Construc-tion Cost: $90M-$110M. Anticipated Award is January, 2013.PREQUALIFICATION PROCEDURE: A copy of the “Procedure for Prequalification and Award ofConstruction Contracts” is available at: http://www.state.nj.us/turnpike/documents/Contractor-pre-qualification-rev7-2011.pdf. The package will be furnished upon written request to: New Jersey Turn-pike Authority; Engineering Department; P.O. Box 5042; Woodbridge, New Jersey 07095-5042; Attn:Mr. James Dougherty, Manager, Contracts; 732-750-5300, ext. 8252.

Please provide your e-mail address, mailing address, telephone number, contact person, and titlewith your request. The completed “Procedure for Prequalification and Award of Construction Con-tracts” package and supporting “Contractors Qualifying Statement” are due by December 2, 2011.GENERAL INFORMATION:Evaluation: The evaluation is solely for the purpose of determining, in a timely manner, bidders whoare deemed qualified under NJAC 19:9-2.7 for the type and scope of work included in the project. Thecontract will be awarded to the prequalified bidder submitting the lowest responsive bid.Authority’s Reservation of Rights: The Authority reserves the right to reject any or all responses toprequalification submissions and to waive non-material irregularities in any response received.Confidentiality: All information submitted for prequalification evaluation will be considered officialinformation acquired in confidence, and the Authority will maintain its confidentiality to the extentpermitted by law.

NEW JERSEY TURNPIKE AUTHORITY | Richard J. Raczynski, P.E. | Chief Engineer

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©2011

THIOKOL®

AN COMPANY

Industrial Coatings Groupwww.polyspec.com

Chime Seals Thiokol ® 2235M and Thiokol 2282

CR Expansion Joint System Thiokol ® 2235M and PolySpec® 196SL

— THIOKOL® SEALANTS —

Underground Fuel Tank LiningThiokol ® FNEC 2515

Battery Storage FloorNovoRez ® 351

Chemical Process TankNovoRez ® 353

— THIOKOL® COATINGS —

THIOKOL SEALANTS & COATINGS OFFER SUPERIOR…

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