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AZ/Sr Special Publication 1035

f iCoatings for Corrosion Protection:

fpffshore Oil and Gas Operation Facilities,

IjMarine Pipeline and Ship Structures

I

iApril 14-16, 2004

I iBiloxi, Mississippi

f jllEdited by:

: I Icharles Smith, Tom Siewert, Brajendra Mishra,

I I

{David Olson, and Angellque Lasslegne

I Sponsored in part by:

P ^

• - ' I

I

.Nisr National Institute of Standards and Technology

J' I ,

•

I {'^te " ^

^

I i^', American Bureau of Shipping ;

I InM^ Colorado School of Mines

I . ..J

^

|i Mineral Management Service

e of Pipeline Safety

National Institute of Standards and Technology

Technology Administration, U.S. Department of Commerce
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'At Boulder, CO 80305 "Some elements at Boulder, CO
NIST Special Publication 1035

Coatings for Corrosion Protection:

Offshore Oil and Gas Operation Facilities,

Marine Pipeline and Ship Structures

April 14-16, 2004

Biloxi, Mississippi

Edited by:

Charles Smith, Tom Siewert, Brajendra Mishra,

David Olson, and Angelique Lassiegne

Sponsored in part by:

National Institute of Standards and Technology

American Bureau of Shipping

Colorado School of Mines

Mineral Management Service

Office of Pipeline Safety

March 2005

U.S. Department of Commerce

Carlos M. Gutierrez, Secretary

» Technology Administration

Phillip J. Bond, Under Secretary for Technology

National Institute of Standards and Technology

Hratch G. Semerjian, Acting Director
Certain commercial entities, equipment, or materials may be

identified in this document in order to describe an experimental

procedure or concept adequately. Such identification is not

intended to imply recommendation or endorsement by the

National Institute of Standards and Technology, nor is it intended

to imply that the entities, materials, or equipment are necessarily

the best available for the ouroose.

National Institute of Standards and Technology Special Publication 1035

Natl. Inst. Stand. Technol. Spec. Publ. 1035, 270 pages (March 2005)

CODEN: NTNOEF

U.S. Government Printing Office

Washington: 2005

For sale by the Superintendent of Documents, U.S. Government Printing Office

Internet bookstore: gpo.gov Phone: 202-512-1800 Fax: 202-512-2250

Mail: Stop SSOP, Washington, DC 20402-0001
Contents

Abstract v

Executive Summary vi

Recommendations vii

Organizational Committee xi

Sponsors xii

Introduction 1

Welcoming Remarks Section 1

Charles Schoennagel (Minerals Management Service) 7

James Card (American Bureau of Shipping) 14

Larry Christie (NACE) 17

Keynote Addresses Section 2

Research and Development of Coatings for Alaska Tanker Company

Jack Thibault (Alaska Tankers) 23

Practical Experience

Adolpho Bastiani (MODEC International) 29

Theme Papers Section 3

Health and Safety Concerns: Coating Application and Removal

Joseph B. Loring (U.S. Coast Guard) .....37

Tankers and FPSO Corrosion

Ian Rowell (International Paint) 41

Inspection and Repair of Coatings

Rogest Dively (EDG & Associates, Inc.) 72

Past, Present and Future "Smart" Protective Coating

Martin Kendig (Rockwell Scientific Co.) 90

Risk Assessment and Economic Considerations when

Coating Ballast Tanks

Kenneth Tator (KTA-Tator) 101

Decision Making in Coating Selection in Marine/Offshore Environments

Kirk Brownlee (Stress Engineering Services, Inc.),

Charlie Speed (Ammonite Corrosion Engineering), and

Raleigh Whitehead (Carboline) 115

111
Corrosion Protection for Offshore Pipelines

Ernest Klechka, P.E. (CC Technologies) 132

Experience witli Coating for Corrosion Protection from the

Norwegian Continental Shelf

Roger Leonhardsen, Helge I. Vestre, Rolf H. Hinderaker

(Petroleum Safety Authority Norway) 144

Working Group White Papers Section 4

#1 - U.S. Shipyard Paint Shops: Current Issues and Future Needs

Mark Panosky (General Dynamics-Electric Boat) 159

#2 - Rationalization and Optimization of Coatings Maintenance

Programs for Corrosion Management on Offshore Platforms

Paul Versowsky (Chevron-Texaco) 170

#3 - Coatings for Pipelines

S. Paapavinasam and R. Winston Revie, Natural Resources Canada 178

#4 - Coatings for Port Facilities

John Webb (Mississippi State Port Authority), Daniel A. Zarate

(Naval Facilities Engineering Service Center), and David L. Olson

(Colorado School of Mines) 209

#5 - Near 100 Percent Solids Tank Linings—Panacea or Pandemonium

Benjamin S. Fultz (Bechtel Corporation) 212

#6 - Evaluating the Current State of Inspection Practices for Protective

Coatings (In process and Continued Evaluation) and the Exploration of

Opportunities for Improvement of these Practices

Ray Stone (CCC&I), Malcolm McNeil (McNeil Coatings Consultants, Inc.),

and D. Terry Greenfield (CorroMetrics, Inc.) 216

Special Lectures Section 5

Plenary Lecture: Coatings for U.S. Navy Ships: Developments

and Status

A. I. Kaznoff (Naval Sea Systems Command) 231

Single Coat and Rapid Cure Tank Coating Systems:

Improved Tank Preservation Processes

Arthur Webb (Naval Research Laboratory) 242

IV
Abstract

This workshop on Coatings for Corrosion Protection: Offshore Oil and Gas

Operation Facilities, Marine Pipelines, Ship Structures, and Port Facilities was

held on April 14-16, 2004 in Biloxi, Mississippi. This workshop of 150 attendees

drew participation by internationally recognized marine coating experts, material

specialists, inspection specialists, coating manufacturers, maintenance engineers,

and designers. The workshop was crafted to include multiple viewpoints:

industrial, academic, environmental, regulatory, standardization, and certification.

Keynote and topic papers were presented to establish a current information base

for discussions. Six discussion groups addressed specific issues and identified,

prioritized, and recommended specific research and development topics for the

government and industries to undertake. The recommendations of this workshop

offer a clear identification of research and development issues and create a

roadmap for achieving them.

Keywords

coatings; corrosion protection; offshore structures; pipelines; ship structures

V
Executive Summary

This workshop on Coatings for Corrosion Protection: Offshore Oil and Gas

Operation Facilities, Marine Pipelines, Ship Structures, and Port Facilities was

held on April 14-16, 2004, in Biloxi, Mississippi. This workshop was organized by

an industrial-based committee and hosted by the Colorado School of Mines for

the U.S. Department of Interior (Mineral Management Service), U.S. Department

of Transportation (Office of Pipeline Safety), U.S. Department of Commerce

(National Institute of Standards and Technology), U.S. Department of Energy

(Economic Regulatory Administration), U.S. Department of Homeland Security

(U.S. Coast Guard-Ship Structure Committee), Norwegian Petroleum Directorate,

California State Lands Commission, American Bureau of Shipping, Natural

Resources of Canada, NACE International, and SSPC (The Society for

Protective Coatings).

This workshop drew participation by internationally recognized marine coating

experts, material specialists, inspection specialists, coating manufacturers,

maintenance engineers, and designers. The workshop was designed to include

multiple viewpoints: industrial, academic, environmental, regulatory,

standardization, and certification.

Keynote and topic papers were presented to establish a current information base

for discussions. Six discussion groups addressed specific issues and identified,

prioritized, and recommended specific research and development topics for the

government and industries to undertake. This workshop undertook a complete

assessment of opportunities for research and development of coating practice,

coating materials, coating application, repair, nondestructive evaluation, and

extended coating life prediction. This workshop defined the state of the art,

assessed the current practices and their limitations, discussed field experiences,

and charted a course for the best corrosion protection methodologies of offshore

structures, pipelines, and ship structures, including sensing and monitoring.

The recommendations of this workshop offer a clear identification of research

and development issues and create a roadmap for achieving them. These

recommendations are classified in a general fashion as Research, Development,

Administration, and Operations. The recommendations are written in a format of

broad agency announcement and offered in part or whole topics for consideration

by agencies, technical societies, industry, and certification organizations for

support and implementation.

VI
Recommendations from the Discussion Groups

Programs

Programs consist of numerous projects which must be completed to achieve the

intended goal.

Research

1. Quantitative evaluation of the long-term field performance of pipeline

coatings. One project should install coated pipe samples in the field at

carefully selected locations representative of different environmental

conditions. Several monitoring methods should be used. In addition, the

coating performance evaluation should include both consistent and

fluctuating temperatures with transient and cyclic temperature fluctuations.

A one-day scoping meeting prior to this investigation should be held with

good representation of the interested parties.

2. Development of practices for evaluating pipeline coatings for service under

extreme conditions such as: Offshore-deep sea, Offshore-Arctic, Onshoreequator is recommended. These investigations should include three types

of coatings: Anti-corrosion coatings, Abrasion-resistant coatings, and

Insulation coatings.

3. Development of a non-destructive method of evaluating the application of

coating systems. Programs need to explore the feasibility of thermography,

magnetic flux leakage, electrical impedance, and eddy current phase array.

Modeling using EIS is not reliable.

4. Development of specific advancements in coating materials. A project for

non-skid deck coating systems that will last when applied over less than

perfect surface preparations. Parameters that control coating performance.

Modeling of performance of all coatings (not only FBE). A project should

include the evaluation of coatings at higher temperature in the laboratory.

Performance of insulation coating should be investigated. Research project

to develop coating systems that respond to exposure stresses needs to be

performed.

vii
Development

5. Improvement in the effective use of coatings for port facilities and the

development of the necessary performance-based specifications. The

development of generally accepted design standards and practices for port

authorities needs to be established. These standards and practices need to

be beneficial to the owner. Also the program needs to develop generally

accepted design standards and acceptances for port facilities. This

development may need to be geographically specific such as: blue water

specific or brown water specific.

6. Advanced methodologies for applications of coatings. A project needs to

address paint application issues without the use of brushes and rollers to

increase productivity, lower costs, and less personnel exposure. The

proposed investigation should include concerns of issues such as: curing

time compared to burial or immersion time and adhesion of field-applied

coatings to mill-applied coatings. An investigation to assess the effects of

stockpiling of coating products on pipeline coatings performance including

the effect of temperature, ultra-violet light, and time needs to be established.

Development of high solid products, which meet VOC requirements that

have less tendency to embrittle over time. Develop a mechanism to aid the

painter in being able to achieve more uniform film thicknesses with high

solid coatings in the field. The use of a capture device at the spray gun

versus total encapsulation of the space to be painted should be investigated.

Evaluate the need to increase the investment in coating application

technology R&D. Establishment of a welding procedure for welding on

painted surfaces is recommended.

7. Assessment of new technologies for surface preparation before coating.

This program should include projects on the feasibility of using microwave

technology for surface preparation, hand-held x-ray fluorescence system to

detect salts on the surface, and a project to improve the dissemination and

clarity of information on allowable surface chlorides. Improvement of

application equipment to facilitate applying high solid coatings in the field to

inaccessible areas. A project investigating the effects of minor variations in

surface preparation and effects of variation in composition of surface

contamination, including mill scale, on long-term coatings performance is

necessary. A project on secondary surface preparation critera / Standards

(example: exceeding the recoat window of an epoxy- Methodology for

evaluation) needs to be established. The cost of surface preparation and

coating application for underwater hull areas is going up and the designs of

coating technology for this area has not kept pace.

viii
I

Administration

8. Standardized methodology for data collection and management. An

unbiased tinird party to compile an industry wide historical data base on

pipeline coating performance and evaluate the data critically needs to be

established and funded, A program to establish user-friendly

standardization needs to be initiated and performed. The program would

include a project on the standard/ recommended practices for

implementation of inspection for protective coatings projects.

9. Formulation of a roadmap for coatings research and/or development that

indicates the proper sequence of projects. The roadmap needs to be

periodically updated by industrial organizations as well as government

research agencies and industrial users of coated structures. Such a

roadmap would be helpful in prioritizing national and international needs and

to assist in obtaining the necessary funding. The roadmap program will

need to be annually updated by NACE International and SSPC (The Society

for Protective Coatings).

10, A working group, national or regional, to increase exchange of information

on the performance of coating products and application. The working group

can formulate through user conscience new performance based

specifications, design standards, and practices for port facilities. There

already exists the working structure for such a working group in the existing

coating and corrosion societies. It needs an initiator. (Note: Loosely exists at

SSPC).

11, Evaluation of the economic issues of coating materials, their application,

and their service behavior, A specific project on the study of the

measurable economic contribution of the inspection of coatings project

successes and performance needs to be performed. A project to study

economics of coating technology to suggest and recommend the most cost

effective use of the present technology should be implemented. The issue

is that use and deployment of new coating technology is hampered by high

cost of new equipment. Look into what can be done to utilize existing

equipment: lower the cost of new equipment: or provide the financial

incentives needed. Consumer and coating industry feedback loop needs to

be improved. Problems are generally reported and investigated: however,

successful applications rarely are investigated to confirm good practice.

ix
Operations

12. Advanced methods for coating repair. This program should include a

project on standards for quantification of performance and repair criteria and

a project to quantify the effect of "repairs" on newly installed coatings

system's performance.

13. Training, education, and certification of painters, corrosion engineers, and

inspectors in the marine and pipeline industry. Develop a certification and

training program for painters in the marine industry. Help develop an

engineering technologist degree / vocational training program for coating

specification. Guidelines/Practices/Standards for evaluating In-Service

Coatings and the training of Coating Survey Inspectors, with focus on

Inspection and Evaluation of In-Service Coatings and tools for evaluation

needs to be organized. A special program for educating Coast Guard and

MMS inspectors to establish consistency with the offshore industrial

standards. Development of a hiring program offering training and

certification plus weekly pay, which would have an impact on safety,

employee morale, and salary.

14. Development of coating/corrosion assessment criteria and acceptable

corrosion levels for use by corrosion engineers and regulators in the

development and assessment of Asset Integrity Management Programs.

Development of a criteria for determining the most cost effective

maintenance effort and tools to quantify: coatings age and degradation,

ability to apply over-coatings, and consistent evaluation needs to be

established.

15. Address the environmental and health and safety issues regarding paint

materials and their application. A project for the determination of the effects

of environmental conditions and variations in coating procedures on the

performance of field-applied pipeline coatings needs to be instituted. A

project on the development and research of environment tolerant coatings

that can be used year round with increased quality. The development of

pipeline coatings with anti-microbial properties. This development must

achieve coating acceptable ecological concerns.

X
Organizational Committee

An organizational committee of recognized experts in coating technology and

marine structural integrity was established to assist and advise the principal

organizers on the final format of the workshop. They also recommended

speakers, committee co-chairpersons, and authors for the various papers

(keynote, theme, and white). The papers' authors and speakers were carefully

chosen from those who have recently contributed to the technical literature

(especially the state of the art in marine coating technology), based on industrial

experience.

Angelique Lasseigne: CSM

Bernard Appleman: KTATator/SSPC

Betty Felber: U.S. DOE-Tulsa

Brajendra Mishra: CSM

Charles Smith: MMS

David Olson: CSM

David Shifler: NAVSEA

Diana Diettrich: ABS

Doug Moore: Carboline

Garrett Atkins: Exxon

George Wang: ABS

Helena Alexander: NACE

Howard Mitschke: Shell Global

Jack Spencer: ABS

James Merritt: DOT-OPS

James Phipps: ABS Consulting, UK

Joel McMinn: Chevron-Texaco

Kirk Brownlee: STRESS, INC.

Louis Sumbry: BP-Amoco

Pat Fallwell: ABS

Robert Rogers: Exxonmobil

Robert W. Smith: DOT-OPS

Ron Scrivner: Transcon. Pipeline

Tom Siewert: NIST

Winston Revie: NRC-Canada

Wm. Michael Drake: LANL

xi
Sponsors

The sponsors of the workshop were:

• American Bureau of Shipping

• California State Lands

Commission

• Colorado School of Mines

• MADCON Corporation

• NACE International

• National Institute of Standards

and Technology

• Natural Resources Canada

• Norwegian Petroleum Directorate

• SSPC

• Trenton Corporation

• US Coast Guard - Ship Structure

Committee

• U.S. Department of Energy

• U.S. Department of InteriorMinerals Management Service

• U.S. Department of

Transportation - Office of

Pipeline Safety

xii
Introduction

The Colorado School of Mines organized an International Workshop on

Advanced Research and Development of Coatings for Corrosion Protection of

Offshore Oil and Gas Operation Facilities, Marine Pipelines, and Ship Structures,

with specific emphasis on Life of Coating, Materials, Repair of Coatings and

NDE. The workshop was primarily sponsored by the Minerals Management

Service of the U.S. Department of Interior. In addition, the workshop was cosponsored by the U.S. Department of Energy, American Bureau of Shipping,

National Institute of Standards and Technology, National Association of

Corrosion Engineers- International, and other private companies. The workshop

was held in Biloxi, Mississippi from April 14-16, 2004. The sponsors recognize

that new technologies for remotely sensing and monitoring the corrosion damage

of coated structures are important in guaranteeing structural integrity.

This workshop was undertaken to completely assess the opportunities for

research and development to enhance coating practices, coating materials,

application, repair, nondestructive evaluation, and coating life prediction. The

workshop defined the state of the art, assessed the current practices and its

limitations, discussed field experiences and charted a course for the best

corrosion protection methodologies of offshore structures, pipelines, and ship

structures, including sensing and monitoring. This workshop was designed to

clearly identify the research and development issues and to chart a course for

achieving them. The workshop achieved its objectives.

Internationally recognized marine coating experts, material specialists, inspection

specialists, coating manufacturers, maintenance engineers, and designers

participated in the deliberations. Industrial, university, environmental, regulatory,

standardization and certification leaders provided a breadth of knowledge and

experience to the endeavor. This book presents an archival record of the

workshop proceedings.

The best forum for an assessment and R&D path determination as the one

described above is a dynamic workshop. An advanced coating workshop is a

very cost-effective method to: (1) transfer information, (2) learn about new

technologies and materials, (3) assess future needs, and (4) define the best

opportunities for research. New technologies for remotely sensing and

monitoring the corrosion damage of coated structures are important to guarantee

integrity.

The Opportunity: The marine environment is particularly aggressive, and all marine vessels and offshore structures need protection from corrosion. The

selection of the coating system depends on the location of its application, such

as the hull, waterline area, topsides, decks, interior, and tanks, etc. Owing to their

low cost, availability, and ease of application, paints and coatings have been the

1
preferred method of topside protection. Advances in zinc, polyurethane and

powder coating technologies make them a superior alternative to epoxy resin

technology for longer-term service life. Zinc provides cathodic protection as thin

coatings, polyurethane is effective and aesthetically appealing, while powder

coatings can meet the environmental and regulatory challenges. The present

need for marine coatings go beyond performance, as they are required to comply

with various environmental regulations.^

Much progress has been made in the practice of using coating technology to

offer corrosion protection to offshore structures, inner-hull tanks in fuel tankers,

ship hulls, underwater pipes, etc. New methods have been developed to repair

and protect concrete and steel structures in coastal and offshore waters, such as

the all-polymer encapsulation technique to repair and protect structures in the

splash zone.^ But the fact still remains that there is demand from the engineering

community responsible for integrity of offshore structures, ship hulls, inner hull

compartments, and pipelines for significant advancements to the present long-life

coatings. When designing any structure for service in an aggressive offshore

environment, undesirable outcomes (such as overdesign, structural failure, costly

and inadequate maintenance, product loss, production downtime and

inefficiency) will likely occur, unless they are considered during the design

process.^ Long-term structural or mechanical requirements for a particular

application can be assured through corrosion protection, through either coatings

or a combination of cathodic protection and coatings.

Advances in coating technology can offer significant cost saving if developed and

successfully demonstrated. This coating workshop has allowed technological

transfer of new coating approaches to offshore platform and pipeline operators

and designers. This workshop has also permitted a thorough assessment of the

state of the practice and identified the best pathway to extend the life of coatings,

and thus coated structures.

The workshop objectives were

1 . To discuss the effectiveness of various coating materials and practices,

2. To identify both the technical and non-technical hindrances to the application

of new coating materials and practices,

3. To identify the research activities that can significantly improve coating

materials, application, inspection and estimation of service life, and thus

deserve support,

4. To provide an international forum, attracting participants from all aspects of

coating use and repair (corporate leadership, coating material manufacturers,

designers, maintenance engineers, inspectors, coating engineers and leading

contributing scientists),

2
5. To promote the use of cost-effective advanced coating nnetiiods for nnarine

structures, and

6. To produce an archival record (planned to be a hardbound book), which

thoroughly describes both the current coating technology and practices and

identify opportunities for potential advancements for coated marine structures.

A careful balance of (1) presentations on current status of marine coating

technology at the research and production levels, (2) position white papers for

working group discussions on specific coating materials, method of application,

regulations, assessment of coating service life and inspection issues, and (3)

identification of the educational, research, and development needs regarding

advancement in coating materials, coating application and nondestructive

evaluation technologies for marine structures were included in the workshop

program and is reflected in this proceeding.

The attendees were divided into discussion groups on:

1. Coatings for ships,

2. Coatings for offshore structures,

3. Coatings for pipelines,

4. Coatings for port facilities,

5. Coating materials and deposition technologies, and

6. Coatings inspection and repair.

In addition, eight theme papers were presented on

1. Environment, health and safety: training, waste disposal, blasting, antifouling;

2. Tankers and FPSOs corrosion: double and single hulls, operations of

tankers and FPSOs, ballast tanks, fixed and floating structures;

3. Inspection and repair: coating on existing structures, new techniques and

standards, third-party versus contract inspection;

4. Ensuring coating performance: roles and responsibilities for coating

systems: paint manufacturers, contractors, inspectors, owners, coating

warranty;

5. Emerging technologies in: progress in other relevant industries (navy,

space, etc.), academia. Materials, anodes, high-temperature coating,

composite, NDT, smart coatings, implementation of new techniques;

6. Risk assessment and economic issues: lifetime prediction, failure modes,

condition surveys, RBI, integrity management;

3
7. Decision making in coatings selections: new structure, qualification and

associated procedures; and

8. Corrosion protection in pipelines: internal and external, insulation coating,

weight coating, corrosion protection coating, and efficiencies in coating.

4
Section 1

Welcoming Remarks

5

Charles Schoennagel

Deputy Regional Director

Gulf of Mexico OCS Region

Minerals Management Service

On behalf of the Minerals Management Service. I would like to add my welcome

to all of you here for this workshop on coatings for corrosion protection of

offshore oil and gas facilities and pipelines. I can see by the number and diversity

of the participants as well as by the broad breadth of topics on the agenda that

this workshop will be a success.

I want to extend a special welcome to our colleagues from abroad whose

participation truly makes this an international event,

I would also like to thank the organizers of the workshop, especially Dr, David

Olson and Dr. Brajendra Mishra as well as other members of the staff from the

Colorado School of Mines, A very special word of thanks should also go to the

members of the joint government-industry steering committee for their time and

efforts in preparing the workshop program. And lastly, a special word of

appreciation to the many other co-sponsors, whose names you'll find on the front

of the workshop program.

As most of you know, the Minerals Management Service, or MMS, regulates

offshore oil and gas operations on the United States Outer Continental Shelf

(OCS).

Not as well known is that MMS also collects lease bonuses, rents and royalties

due the U.S. Government for minerals production from Federal and Indian lands,

both onshore and offshore. On average, more than S6 billion per year is

collected and distributed making us the second largest revenue collection agency

in the U.S. Government, Of this, approximately S5 billion comes from OCS

operations.

The OCS makes a significant contribution to the nation's energy supply,

providing approximately 30 percent of the oil and 23 percent of the natural gas

produced in the U.S. On a per-day basis, the OCS currently produces about

13.5 billion cubic feet of natural gas and about 1 ,7 million barrels of oil.

The MMS has responsibility for all aspects of minerals development from the

initial leasing of offshore acreage, through the oversight of exploration and

development operations, to the point at which platforms are decommissioned. A

critical focus of our regulatory program is ensuring a high level of safety and

environmental performance during all phases of OCS activity,

I thought that it would be of interest, since the OCS is responsible for 30 percent

of the U.S. domestic oil production, to see what the trend has been for the past

7
few years. As seen in Figure 1 there has been a continued drop in all other

domestic sources, which include production from all federal onshore lands as

well as state waters. However in the early 1990's, as a result of deepwater

developments, the OCS production has seen a fairly steady increase.

25000

20000

.o

oQ

6

CO8

15000

OCS

All Other Domestic

OCS as % of Total

10000

5000

35.0

30.0

0.0

1954 1959 1964 1969 1974 1979 1984 1989 1994 1999 2004

Calendar Year

Figure 1 - Crude oil and condensate production from the Outer Continental Shelf

(OCS) compared to all other domestic oil production

For natural gas, for both OCS and other domestic sites, the total production has

been pretty steady since the mid 1980's and the percentage from the OCS has

been somewhat constant (Figure 2). We hope that with new deepwater

developments and the renewed interest in the deep gas plays in the GOM that

the OCS production will rise in the next few years.

Deepwater oil and gas developments in the Gulf have continued to be the workhorse of U.S. domestic oil and gas production. In 2000, a major milestone was

achieved, for the first time more oil was produced from water depths sites,

defined as greater than 1 ,000 ft, than from shallower waters of the Gulf of Mexico

(GOM). Currently, of the total production from the OCS, approximately 60

percent of the oil and 25 percent of the natural gas is produced from deepwater

sites.

8
25000

-o 20000 om

ocs

All Other Domestic

OCS as % of Total |

15000

COo

EoQ

a3

^ 10000 >

COo

o

5000

1954 1959 1964 1969 1974 1979 1984

Calendar Year

35

30

0

1989 1994 1999 2004

Figure 2 - Natural gas production from the Outer Continental Shelf (OCS)

compared to all other domestic oil production

The U.S. is now in its tenth year of sustained expansion of domestic oil and gas

developments in the deepwater areas of the Gulf of Mexico, and it shows no sign

of diminishment. This resource potential for the nation continues to grow with

each new discovery in ultra-deepwater.

For oil and gas producers, operating in deepwater has brought continued

prosperity, but also new challenges. Producers are constantly pushing logistical

and technological limits. New solutions are constantly being demanded to meet

these challenges in order to further an excellent operational record. For instance,

there were five announced discoveries in 5,000 ft of water or greater in 2001,

three in 2002, and six in 2003 and this year for the first time, 12 rigs are drilling

for oil and gas in 5,000 feet of water or greater.

Industry continues to operate and conduct exploration drilling in the shallowwater areas of the Gulf of Mexico. The new exploration has been focused on

finding new oil and natural gas resources that are being identified by new

technology and/or geophysical data interpellations.

Also the deep gas plays in the shallow waters of the GOM are being developed

where drilling is being conducted from existing wells to depth between 15,000 to

25,000 feet.

9
As these platforms and pipelines continue to age, MMS is increasingly concerned

with the means to ensure the integrity of these older facilities and is working with

the industry on means available to conduct integrity assessments.

Aging or damaged offshore facilities present many challenges to the offshore

industry and regulators worldwide. Currently, over 6,500 platforms and

associated pipelines are operating in some 50 countries. These facilities are of

various sizes, shapes, and degrees of complexity, some being installed in the

1950's and many operating well beyond their intended service life.

Many of these existing facilities were designed in accordance with lower

standards than are currently prescribed. Others have suffered damage as a

result of storms or accidents or, because of the lack of active maintenance

programs have deteriorated to the extent that their future structural integrity is in

question.

Addressing issues related to inspection, maintenance and the repair of platforms

and pipelines is not new to the offshore industry. However, the growing number

of aging facilities, their share of the total production, their perceived vulnerability

as well as the high cost of replacement have focused attention on their integrity

and the need to develop acceptable maintenance guidelines.

For example, in the Gulf of Mexico we have approximately 4000 platforms. The

total platform population continues to rise as we have about 140 new installations

per year with about 125 removals per year. The MMS receives reports on about

800 underwater facility inspections a year and up to 4000 topside and cathodic

protection inspections per year.

To put things into a little more perspective, I would like to note some of the

statistics on the facilities in the Gulf of Mexico.

As shown in Figure 3, the average age of existing facilities in the GOM is 20

years, a figure which was often used to derive the "design life" of most of them. It is also interesting to note that 25 percent are 30 years old or older. In fact 10

percent are older than 40 years of age. Of the total number of fixed facilities over

65 percent are in water depths less than 100 feet and what may be considered

more surprising, 95 percent are in water depths less than 300 feet

Of the total number of fixed structures, 40 percent are steel caissons or wellhead platforms and the remaining 60 percent are steel jacket structures.

A large percentage of the facilities are well maintained, however a few are not. In the lean years, and with the high cost of deepwater exploration and development,

for some companies the maintenance of the existing older facilities was not a

high priority.

10
Since this is a worksliop on coatings for corrosion protection, I would like focus

on the concerns that we have within the offshore oil and gas community.

<5 <10 <20 <30 <40 40+

Age of Structures (Years)

Figure 3 - Age of existing facilities in the Gulf of Mexico

Not all platforms on the OCS show a lack of maintenance, but some do. I do not

think anyone would question the structural integrity of facilities with corrosion

damage to such an extent that holes existed in members and or that members

were missing.

Damage is not limited to the steel jackets. Corrosion and lack of maintenance

occurs on the topside support elements, gratings, hand rails, stairs, pipe grads

and other elements if not protected. Also, both pipelines and risers are prime

targets for corrosion. Our inspectors see all types of corrosion and lack of

corrosion protection or coatings on offshore components.

Again, the lack of maintenance and corrosion on risers and other structural

elements can have serious integrity implications. The MMS has taken several

steps to work with the industry to address integrity concerns relative to corrosion.

An inspection grading system for the coating systems has been added to the

annual Office of Structural and Technical Support (OSTS) report required by the

MMS. It is composed of three grades reflecting the coating condition:

11
A = Good condition - no maintenance needed in 3 years

B = Fair condition - maintenance required in 3 years

C = Poor condition - maintenance needed in 12 months

For facilities in poor condition, the MMS will discuss mitigation measures with the

operator during their annual performance review.

We are also in the process of rewriting Subpart I, Platforms and Structures, to

include relative standards from the National Association of Corrosion Engineers

(NACE) and will maintain photos of relevant facilities in our TIMS database for

future reference.

We have taken an active role in sponsoring workshops such as this to address

the issues and to seek solutions to include hiring additional structural engineers

to work the problem.

As I have previously stated, oil and natural gas derived from the OCS are major

resources in meeting the energy needs of the nation and its role will only

continue to expand in the future. The base of existing facilities and associated

infrastructure are keys to this expansion and we must maintain their integrity.

We in MMS believe there is tremendous benefit from collaboration between the

industry and regulator and are working together to ensure that each party's goals

are met. That is why we are here - to learn together and plan for the future.

Bud Danenberger of the MMS stated in his opening remarks for the Corrosion

Workshop that was held in Galveston in 1999 that "There's no corrosion crisis.

We have a number of concerns, but there's no crisis." This is still true. Corrosion

is the leading cause of pipeline failures and is of growing concern relative to the

aging fleet of platforms. And when you have facilities with corrosion problems,

there is the potential for a serious incident and associated economical impacts.

In closing, let me note that the MMS fully supports this effort and encourages

everyone here to actively participate so that the workshop will generate useful

guidance for future standards or research.

We look forward to the discussions and interchange of opinions over the next

several days, and particular to the conclusions and direction that the workshop

will provide in the area of coatings for offshore and marine structures. These will

undoubtedly be a great value to the offshore and marine industry and to other

industries as well.

Again, I would like to thank Dr. Olson and the steering committee for organizing

this workshop and the many co-sponsors for their support as well as your

participation.

12
It has been a pleasure to speak to you this morning, to share our enthusiasm for

this workshop and to briefly describes MMS's interests and desires for

improvements in coatings for corrosion protection.

13
James Card

Senior Vice President, American Bureau of Shipping

USCG Vice Admiral (ret.)

On behalf of the American Bureau of Shipping, I would like to welcome all of you

here for this international workshop on Advanced Research & Development of

Coatings for Corrosion Protection. My thanks to Prof. Olson and the Colorado

School of Mines for organizing this workshop, and for inviting me to speak before

this distinguished group.

As you are probably aware, the American Bureau of Shipping is a leading

worldwide classification society. Its mission is to promote the security of life and

property at sea, and protection of the natural environment. ABS does this by

setting standards for design, construction and operation for shipping and offshore

industries. These standards also include survey of structural conditions through

out the life of the vessels. As coatings are a key preventative measure for

deterioration of steel structures, ABS is keenly interested in the topics under

discussion at the Workshop.

We look forward to the discussions and interchange of opinion over the next

several days, and particularly to the recommendations and direction that the

Workshop will provide for the marine and offshore industry.

Corrosion

It was recently estimated (in a NACE report) that the average cost of corrosion

protection due to new ship construction is $7.5 billion per year. This equates to

approximately seven to ten percent of the cost of the vessel, with chemical

tankers as high as thirty percent. The annual cost for repair and maintenance

due to corrosion was estimated at $5.4 billion with an additional $5.2 billion cost

associated with downtime.

Vessels continue to be constructed of steel, but now probably less steel due to

analytical ability to optimize deigns. Tankers are now required to be constructed

with double hulls, introducing changes to operating conditions in ballast tanks.

There have been dramatic offshore advances into deep water. FPSO's are being

installed with expectations of remaining on location for twenty plus years. How

has the state of the art in corrosion protection faired along side these design and

operational advances?

14
Coating and Classification Surveys^

Traditionally, classification has required all steel work to be suitably coated with

paint or an equivalent. Certain areas are required to be protected with an epoxy

type coating including salt-water ballast tanks and cargo holds of bulk carriers. Is there a need to extend this to cargo tanks? This topic is currently being debated.

Coatings are necessary but who is responsible for establishing the minimum or

recommended standards: the coating manufacturer, the shipyard, or the owner?

There are various schemes in effect and available now. Some class societies

offer optional notations to cover coatings. These range from the approval of

coating only as meeting a specification to full involvement with the application of

the coating. Recent SOLAS regulations require submittal of documentation on

the scheme for the selection, application and maintenance of the coating system.

How can interested parties be assured appropriate coatings are applied for a

given situation?

ABS provides guidance for grading the condition of coatings in the Guidance

Notes on the Application and Maintenance of Marine Coating Systems. These

Guidance Notes, developed by an ad hoc panel of coating experts from

manufactures to vessel operators, contains over fifty pictures of coatings with

their assigned condition grade. Is this system of grading coating condition the

best available? Is there more advanced technology that could be used?

In the case of salt-water ballast tanks, class judges the condition of the coating

(good, fair, poor) as a basis for subsequent classifications examinations.

Coatings of salt-water ballast tanks found in less than Good condition for tankers

subject to Enhanced Survey Program require annual examination of the tank.

"Good" is defined as a condition with only minor spot rusting. What constitutes

satisfactory repair of the coating back to a "Good" condition?

Expectations of the Workshop

The need for coating and corrosion protection is evident. We need to

understand the practical issues of today and be open to identify tomorrow's

issues with both corrosion science and coatings technology. Workshops like this

are a venue for cross industry discussions that can lead to understanding and

identification of the solutions.

15
I would like to challenge all of you to consider these three very practical issues:

• How can the marine industry best determine what areas coatings

should protect?

• How can interested parties be assured appropriate coatings are

applied for a given situation?

• How can operators be assured that the applied coating performs in

a satisfactory manner?

The American Bureau of Shipping fully supports the ongoing efforts in coating

design, manufacturing, application, and continued discussions of these topics.

ABS encourages everyone here to actively participate, so that these workshops

will develop useful guidance for the direction of application, inspection and future

research. The commercial marine sector will benefit greatly with the

advancement and collation of coating technology.

It has been a pleasure to speak before you this morning to share our enthusiasm

for this workshop, and to briefly describe ABS' interest, experience, and desired

improvements.

16
Larry Christie

^NACE

INTER. NATIONAL

THE CORROSION SOCIETY

NACE International, The Corrosion Society, welcomes you to this important event on

Coatings for Corrosion Protection. NACE is a technical society that serves as

a clearinghouse for information on all forms of corrosion control. We also recognize that

coatings technology is the number one method employed worldwide to protect all structures

from corrosion, from offshore structures, to pipelines, to ships and beyond.

My name is Larry Christie, and I began working at NACE two weeks ago as the " Coatings

Market Manager ", a new position created by NACE because it recognized the need to

more thoroughly integrate coatings technologies into all activities throughout NACE. Since

sixty percent of NACE's 15,000 members report that they have some level of

responsibility with coatings work, I appreciate being able to participate in a conference like

this one. As a side note, the NACE past president and current interim Executive Director,

Pierre Crevolin, could not be here since he now works for NACE in Houston, and went home

to Canada for the Easter holiday. On Monday, U.S. Customs decided that if Pierre is

not being paid for engineering work by the hour in Houston, then his work visa is invalid

and he was not allowed to return to NACE in Houston, or to Biloxi for this conference. I am

a fellow Canadian of Pierre's and obviously we have not figured out how NAFTA applies to us.

To begin, I would like to help quantify the importance of the coatings industry in the U.S. by

sharing some facts. NACE recently completed a Cost of Corrosion Study with funding from

the Federal Highways Administration, which concluded that corrosion costs the U.S. $276

billion a year and yes, that was $276 billion, which is equal to 3.1 percent of the US Gross

Domestic Product. More astounding was the role of coatings in preventing corrosion. There

are many technologies -- coatings, cathodic protection, materials design, chemical inhibition,

etc., to help reduce the affects of corrosion. The Cost of Corrosion Study said that the cost

of these services totals about $121 billion per year. Of that, however, $108 billion dollars, or eighty-nine percent of the money being spent today to help prevent corrosion is in the

coatings service sector.

Obviously, then, the pressure is on the coatings industry to make advances in technologies

that are reflected in lower overall costs related to corrosion. By helping to organize events

such as this with the Colorado School of Mines, the MMS, and the American Bureau of

Shipping, NACE hopes to facilitate cross-fertilization of ideas and the dissemination of

information that will lower the cost of corrosion in the future. In fact, it is not just our hope, it

is our mission and a key element in our strategic plan. As I noted before, NACE feels so

strongly about the importance of the coatings industry to its mission that it recently added a

Coatings Market Manager (me) to its staff to provide specific direction and focus to these

efforts.

17
^nd what else did the Cost of Corrosion Study tell us? It said that achieving the most

ffective corrosion control strategies still requires widespread changes in industry

lanagement and government policies and additional advances in science and technology,

hese needed changes directly correlate to the purpose of this event here in Biloxi; we hope

lat in five to ten years, the next Cost of Corrosion Study will show that technical conferences

ke this one have had a positive impact on our ability to reduce the cost of corrosion overall.

he preventative strategies recommended in the Cost of Corrosion Study will certainly be

dvanced by your activities this week. The preventative strategies are to:

1 . Increase awareness of large corrosion costs, and potential savings

2. Change the misperception that nothing can be done about corrosion

3. Change policies, standards, regulations, and management practices to increase

corrosion savings

4. Improve education and training of staff

he papers that you will discuss and debate this week also address the study's technical

reventative strategies:

1 . Advance design practices for better corrosion management

2. Advance life prediction and performance assessment methods

3. Advance corrosion technology through research, development, and implementation

he Cost of Corrosion Study really has highlighted the role of coatings in protecting assets

nd reducing expenses related to corrosion. NACE supports events such as this one

ecause everyone here has to work together to generate ideas and share information that

/ill reduce the affects of corrosion. Finally, as an industry, the corrosion control profession

as to do better at using its talent to make both short- and long-term impacts on the

reservation of assets and the environment. We know that this lively and energetic forum will

ertainly work toward that goal.

"he conference organizers have asked us to make remarks on why a conference like this is

0 important to our organizations ~ in this case, to NACE. That's easy. Every industry

eeds leaders. And conferences such as this one are where the leading is done. You

ilready know that this conference is focused on progress, on change, and on moving forward

D new and improved technologies. The workshops that you participate in this week are

tructured to encourage debate and stimulate forward thinking. I hope each of you will share

our ideas openly, candidly, and enthusiastically while participating in these workshops. The

esulting industry papers, at the end of the week, may be more valuable to industry than any

ither papers from recent events.

another reason that this conference is so important is that it facilitates cross-fertilization of

jeas. Many of you are from different industries such as: shipping, pipeline, offshore, and

(thers. Like NACE, this conference places value on helping you to see what technologies

18
I and techniques other industries are using that could be applied in your industry. There are

' many smaller conferences that you might attend that include only your colleagues in your

I industry, and they also have their purpose. We hope that you will take some time this week

I to listen to what others are doing and reflect on how you might take advantage of what you

learn from them.

While I am here, I also wish to make a plug for the new NACE Foundation. All of you are

here at this event to learn more about technologies that can help you in your job or your

career. Two years ago, NACE endeavored to increase the stature of the coatings industry

and other corrosion control industries by establishing the NACE Foundation. Its mission is to

excite students and the public about what you do, so that the public is more aware of the

importance of your work, and so that young students are more likely to seek career paths in

our industries. Please drop by the NACE booth to see the Foundation's new NACE Inspector

Protector Storybook and take one of these booklets home to your kids to show them what

you do! Maybe they will start calling you Inspector Protector, Super Coat, Smart Pig,

Captain Cathode, or one of our other corrosion heroes. Hopefully they won't call you one of

the villains like Count Corrosion or Dr. Forbidden.

Again, I wish to thank the Colorado School of Mines for asking NACE to participate and for

doing such an excellent job with this technical program, and on behalf of NACE I welcome

you to this conference and hope that you find the program to be intellectually challenging and

productive. Thank you.

19
I

20
Section 2

Keynote Addresses

21
I

22
Research & Development of Coatings for Alaska Tanker Company

Jack Thibault

Engineering Team Leader

Alaska Tanker Company, LLC

When ATC was approached several months ago and asked if we were interested

in presenting at this conference, our response was immediate and affirmative. In today's maritime world of strict regulatory control, the strong emphasis on vessel

condition and the ever present focus on efficiency, have forced operating

companies such as ATC to make difficult decisions on vessel retirement and

investment protocol for new construction.

To better explain ATC's position in this regard, allow me to first set the stage by

summarizing our company's history and operating philosophy.

ATC was formed in April of 1999. Our company's charter limits us to the carriage

of Alaskan hydrocarbons-primarily North Slope Crude Oil. We presently operate

a fleet of eight vessels and are the largest transporter of ANS crude in the TransAlaskan Pipeline trade.

ATC's combined Health, Safety and Environmental (HSE) performance excels or

is at least on par with any major shipping company in the world. During 2002

and 2003, ATC transported 311 million barrels of crude oil with less than three

total gallons of oil (from any source) being spilled to sea ANYWHERE. ATC has

completed five million man-hours without a Lost Time Injury. The Loss Time

Injury frequency rate has been zero for both 2002 and 2003, and the 12-month

total recordable injury frequency rate has fallen to 0.54 as of December 2003.

ATC has been recognized for its superior performance by the Alaska State

Legislature, the Prince William Sound Regional Citizens Advisory Council

(RCAC) and the Washington State Department of Ecology. ATC is one of the

few shipping company's worldwide to be SQE certified by the American Bureau

of Shipping (ISM, ISO 9002, and ISO 14,000).

At ATC, we believe our HSE performance culture and our proactive HSE

programs lead to sound preventative maintenance practices that help to deliver

fiscal performance. In the course of delivering outstanding HSE performance, we

have reduced our total operating budget by fifteen percent, since our company's

inception.

Since the passage of the Oil Pollution Act of 1990, vessels operating in the

Trans-Alaskan Pipeline Trade have become one of the most scrutinized fleets

presently operating in the world. Our vessels are removed from service 26 days

of every year to complete a thorough structural examination of the vessel's entire

23
cargo block. On average, the cost to complete this examination and subsequent

repair is approximately $500,000.

Internationally, recent marine casualties have further toughened the inspection

criteria of all vessels, especially vessels operating in the tanker trade. New

Classification Society Rules with respect to close-up examination and the grading

parameters of existing coating systems could effectively result in the early

retirement of vessels that would previously have continued in service.

As a result of increasing awareness of the risk inherent to the Oil Majors brought

by the carriage of oil at sea, most of the Majors have implemented a vessel

inspection system independent of regulatory and statutory entities. These

inspections, known as vettings, are independently ordered by the Oil Majors prior

to acceptance of the vessel for the carriage of their oil. The vettings adhere to

the standards of the Ship Inspection Report Program (SIRE), a system

developed by the OCIMF (Oil Companies International Marine Forum) in 1993 to

address concerns of the Oil Majors with respect to the chartering of sub-standard

vessels.

SIRE requires that the inspectors use a uniform inspection protocol. The results

of these inspections are then made available to all program participants. All of

the oil majors use the information kept in the SIRE database to determine if the

vessel candidate exposes the Oil Major to unacceptable risk.

The complexities of operating an aging fleet while meeting all SIRE Program

requirements has forced ATC to make major policy decisions about how we will

conduct business.

As a partial result of inspection criteria set forth in SIRE, ATC decided that no

company-operated vessel would continue in service with known areas of

substantial corrosion. Simply defined, substantial corrosion is wastage in excess

of 75 percent of the allowable margin but still within acceptable limits for

continued service.

ATC also implemented a policy of repairing any structural defect, including the

repair of any fracture to any structural member one-half inch (12 mm) in length or

longer.

Prolonged structural integrity is directly connected to the coating system selected

for each vessel dependent on the vessel's trade. The average cost of grit blasting

and re-coating one set of double bottoms on one of our 120,000 DWT tankers in

the United States is approximately $1.2 million.

Recent changes by Classification Societies concerning the grading of ballast tank

coatings have essentially created only two grades, good and poor. While the fair

coating condition grade still exists, tanks receiving this grade are required to be

24
internally examined annually, resulting in costly out-of-service time for the vessel.

More importantly, this item will be seen on vetting reports, which could make the

vessel less attractive from a chartering perspective.

Technological improvements in repairing existing coating systems have become

an operational necessity. We have not completed a drydocking since 2002

where some form of coating repair or complete recoating of a ballast tank has not

been required.

For vessels constructed with reduced scantlings, it is mandatory that coating

systems be adequately maintained. If additional thickness measurements are

required where substantial corrosion is found, the results will be evaluated on the

scantlings prior to the reduction.

A Condition Assessment Survey as completed by, in our case, the American

Bureau of Shipping, is a complete evaluation of a vessel's machinery, structure,

and associated equipment. This Survey is requested by the Owner/Operator,

and is independent of Class Surveys. The Survey assigns a grade to the ship:

• Grade 1 : Vessel is considered good in all respects.

• Grade 2: Vessel is considered satisfactory, being well-maintained with only

minor deficiencies.

• Grade 3: Vessel is considered below average. Though still serviceable, may

require short-term corrective action.

• Grade 4: Vessel is unsatisfactory, in need of immediate corrective action.

Many of the Oil Majors require vessels deemed acceptable for charter to

maintain a Condition assessment of Grade 2 or better.

To better illustrate the commercial and operational impacts in today's

marketplace concerning vessel condition, I would like to discuss the life-stories of

two particular vessels.

The first vessel was the ST Prince William Sound. She was built as the first of a

newly intended Double Hull Ecology Class Tanker. At construction, none of the

vessel's wing, double-bottom or peak ballast tanks were coated.

By 1990, a significant amount of steel renewals were required in way of the inner

bottom tank top plating. To arrest further corrosion, all saltwater ballast tanks

were hard epoxy coated during this repair period. The coating materials that

were applied, the surface preparation, the method of application and the actual

diminution of strength of the members at the time of re-coating are not known to

us, but have played an important role in the subsequent life of the vessel.

In 1994, a re-coating program had been commenced as the coating system

applied in 1990 had already begun to fail. As the re-coating program continued

25
through subsequent drydockings, the amount of steel renewals required

continued to increase. During drydockings in 1996, 1998, and 2000,

approximately 250 metric tons of steel required renewal. Upon leaving the

drydock in 2000, the vessel had approximately 125 tons of steel identified as

having substantial corrosion.

In January 2002, a SIRE vetting was completed on the vessel. Noted in the

vetting report was the fact that the vessel had an additional 125 tons of

substantially corroded steel. Even though the vessel was built "Over Scantling"

and the level of corrosion was not to the point of requiring renewal by Class, it became apparent the vessel was in jeopardy of not being acceptable for charter.

It was at this point that ATC adopted its position on substantial corrosion.

Over the course of the next 12 months, ATC undertook the project of evaluating

the structural health of the vessel. Nearly 100,000 ultrasonic thickness

measurements were taken. At the request of ATC, ABS commenced a SafeHull

Condition Assessment of the vessel.

In June of 2003, the vessel proceeded to Singapore for short-term layup and

commencement of her scheduled drydock and repair period. The work on the

vessel commenced in October of 2003, lasting until February of 2004. 783 tons

of steel was renewed throughout the length and breadth of the vessel. In

conjunction with the steel renewals the forepeak, afterpeak, and aft transverse

ballast tanks were grit blasted and a new epoxy coating system applied. Those

areas of the structure where renewals were made (thus disturbing the existing

coating) were:

• Hydro-blasted.

• Cleaned with chloride removal chemicals.

• "Hand Tooled" in areas surrounding the blasted areas

• Coated with a three-coat epoxy system.

Using the above procedure, we have enjoyed success with coating repairs where

the failure rates in the affected ballast tanks are in the five to ten percent range.

We have shown this type of repair to dependably endure for a 5-year period.

The cost of completing this repair is generally 1/10 the cost of total blast and re- coat. This type of repair is of particular importance on those vessels with a

limited remaining service life, but that is still required to have their coating

systems maintained in a "GOOD" condition for Class and vetting consideration.

The Alaskan Frontier, the first of four 185,000 MT DWT vessel's presently under

construction at NASSCO in San Diego, is the future for ATC. Each vessel is

constructed for the transportation of crude oil world wide, with an emphasis on

the high visibility associated with the Trans Alaskan Pipeline Trade. The four

vessels are owned by British Petroleum and represent a capital investment of $1

billion dollars.

26
The vessels are double-hulled crude carriers, constructed with an eye towards

redundancy. Included are two independent engine rooms, two diesel-electric

propulsion systems, two fixed pitch propellers, two steering gears, and two

rudders.

The two propulsion plants, together with the essential auxiliary machinery and

steering gears, are arranged in two fire tight, gas tight, and watertight machinery

rooms. The spaces are arranged such that a catastrophic fire or flooding in any

one space will not incapacitate the propulsion machinery, its auxiliary support

equipment and associated steering systems in the other spaces.

Environmentally, the Alaskan Class Vessels will be the first vessels in the TransAlaskan Pipeline trade to employ a water-cooled Stern Tube Bearing.

Historically, leakage of oil through the stern tube seal, though minor in scope,

has been a major area of concern in spills to sea.

The cargo tanks are divided into six (6) tank blocks longitudinally. The cargo

tanks are arranged three (3) abreast separated by oil tight longitudinal bulkheads

running the length of the cargo block. The arrangement allows for a total of

eighteen cargo tanks and two (2) slop tanks.

The vessel's equipment is designed for an expected service life of twenty-five

years.

Structurally the vessels have been designed such that the builder must

demonstrate the longitudinal structure will have a fatigue life of not less than fifty

years operating in the Taps Trade environment. This has been demonstrated

through the utilization of SafeHull Phase-B and spectral fatigue analysis.

With regard to the vessel's coating/corrosion protection systems:

• The ballast tanks of each vessel are designed for not less than 15 years of

service life. • The underwater area of the outer hull is protected by an anti-fouling corrosive

paint system with a minimum of fifteen-year coating life • The underwater area of the hull will also have a tin-free anti-fouling paint

system suitable for a minimum life of three years in service.

• Zinc anodes are provided for tanks in contact with seawater and are suitable

for five years of service life. • All coated tank hull structures will have all sharp edges removed by edge

grinding. Grinding will be accomplished to ensure a 2 mm edge radius. (The

attention to detail in respect to this requirement has been phenomenal. Credit

should be given to Nassco in their adherence to this requirement.)

• External to the hull all required frame markings required to allow the vessel to

complete an underwater examination in lieu of drydocking will be provided.

27
The intent is for the vessels to be structurally sound and capable of a fiveyear drydock interval.

As a tank-ship operator with vessels operating under the authority of the Jones

Act, our concerns are particularly unique. While we are expected to meet

International Standards for vessel condition, many times our vessels are

disqualified by age alone. Despite the fact that we take great pride over the level

to which our vessels are maintained, the remainder of our single hull and double

bottom vessels will be retired within the next two years. Our entire fleet will be

comprised of double hull vessels.

We have shown how increased scrutiny by regulators about coating condition

and the overall structural integrity of vessels demands the advancement of

coating systems and their application. If coating systems are allowed to degrade,

not only will inspection criteria become more stringent, but the vessels will quite

possibly be considered a commercial risk and therefore, unfit for charter. If coating systems do not continue to advance in durability, cost of application, and

level of protection, it will be difficult to stand the ever-increasing scrutiny while

continuing to remain economically viable.

We have looked at the life cycle of the PRINCE WILLIAM SOUND, a vessel who

started her career with uncoated tanks. We have seen the results of that flawed

decision, and the many millions of dollars spent to return her to a condition that

will make her commercial viable for the carriage of oil at sea.

Finally, we have looked at the future of our business with the construction of the

Alaskan Class vessels. We expect the technology in place today and upcoming

future developments will allow this vessel to fulfill its planned life cycle with

reasonable economy. The staggering replacement cost of these vessels will

necessitate technological advancement in coating system repairs and prolonged

life cycles of entire coating systems.

28
Practical Experience

Adolfo Bastiani

Vice-president Offshore Operations

IVIODEC International LLC, Houston

Introduction:

This seminar is organized to discuss, at a high technical level, the causes, effects

and remedial measures to combat corrosion in the offshore industry. I will leave

the more technical aspects of this discussion to other distinguished speakers. My

presentation here will outline our practical experience of one MODEC operated

ship shaped FSO located in the southern Gulf of Mexico. That this body of water

is also called the US Gulf should be of particular interest to many of the

participants in this seminar, in the sense that it is a common body of water. Over

the past couple of years, concern has been expressed that locating FSO/FPSO's

in U.S. waters is not safe from pollution point of view. MODEC's experience with

operating our FSO in GOM has been quite successful over the past six years

without any incident of oil pollution and has an excellent HSE record.

The very concept of FPSO's is based on exploiting marginal oil fields and it is

customary for all our clients to demand an FPSO that will operate in one location

for 15 to 20 or even 25 years WITHOUT DRY-DOCKING. Whether it is a new

build or a converted hull, this long life expectancy is a tall order indeed. Besides

no dry-docking, the contract is always quite demanding re downtime. Either zero

or minimal few hours every month, the downtime does not allow the contractor

any freedom for remedying corrosion wastage during operations, particularly in

inaccessible areas of underwater hull, moorings, sub-sea structures and even

cargo/ballast tanks. The rationale of not stopping production is fully understood

by the contractor as this has substantial and often unbearable economic impact.

Right from FEED study, the contractor must ensure optimum corrosion protection

for the operational life. In addition, he must take into account thickness of steel

plating, such that if there is failure of paint coatings, the wastage caused by direct

attack of corrosive seawater, still retains the integrity of the hull over the entire

life expectancy. As always, all such studies are done and must be implemented

under strict budgetary control.

TA'KUNTAH - General Information and Capabilities

TA'KUNTAH was converted to an FSO in Singapore in 1997/98 from a ULCC

hull, which was then twenty years old. A study of past trading pattern, extensive

29
thickness gauging before conversion and fatigue analysis over the designed life

extension of fifteen years resulted in renewal of about 1200 tons of steel.

Additional "fatigue brackets" were welded along the entire length of the hull. Hull

coating was completed at the final dry-docking in March 1998 - just over six

years ago. This FSO has now been on station 68 months. During conversion,

ballast tanks were completely coated. Cargo tanks were partially coated

underdeck and at the bottom, to a height of 3.0 and 1.0 meters, respectively.

Cargo piping system was designed with extra thickness and was coated on the

inside. Strict supervisory control was exercised over humidity, surface

preparation and paint application.

Ta'Kuntah is a single hull vessel of 350,000 DWT with 29 cargo tanks (including

slop tank) and total cargo capacity of 2.77 million bbls. In addition, forepeak, aft

peak and two midship tanks are for water ballast. Fitted with a bow mounted

turret, she is permanently moored in 80 meter depth of water with ten anchor

legs connected to a chain table. This mooring system provides full weather

vaning and is designed for a 100 year storm condition. Ta'Kuntah is located in

the large Cantarell Oilfield of Pemex. Two flexible risers for incoming crude are

connected with the sub-sea PLEM via a Mid-Water Arch in a lazy-S

configuration. These risers are connected through a cargo swivel to the cargo

lines on the FSO. Custody cargo meters are fitted on the loading and offloading

lines. Ta'Kuntah is designed for offloading in both tandem and side-by-side

modes. Three piggable 'chiksans' are provided on starboard side. For tandem

offloading, 2 x 20 inch (reducing to 16 inch) floating cargo hoses are provided.

Ta'Kuntah is capable of following simultaneous operations: loading, offloading to

two tankers, crude oil washing of two tanks, purging, and venting the same two

tanks, and tank entry/inspection.

In the 68 months of operations, 715 tankers have been loaded for an export

quantity of 400 million barrels of crude. For many continuous periods of a month

or more, frequency of tankers has been every 28 hours. Ta'Kuntah was

conceived as a strategic storage and offloading facility but can now claim to be a

fully capable offshore oil terminal.

In spite of such high commercial demands, MODEC is proud of the fact that there

has been no downtime and no incident of oil pollution in over 2000 days of

continuous operations. Ta'Kuntah is maintained in class and operates in

compliance with all applicable Mexican and International Maritime Regulations

including the ISM code.

Brief details of Corrosion Protective Systems:

Paint svstems:

Ballast Tanks: Full coated. Sacrificial anodes installed.

One Stripe coat 500 pm

30
Epoxy holding primer 50 |jm

Coal tar epoxy system - 2 coats x 150 pm/coat

Slop Tanks: Fully coated. Sacrificial anodes installed.

One Stripe Coat 500 jjm.

Epoxy holding primer 50 jjm

Coal tar epoxy - 2 coats x 150 |jm each

Cargo Tanks: Partial coated (top & bottom 3.0 and 1 .0 meters respectively)

Hull topsides: Four coat system (275 [jm Total thickness) as follows:

Zinc silicate - 75 |jm

Micaceous iron oxide epoxy - 2 coats x 125 |jm /coat

Polyurethane - 50 pm

Hull wind/water area:

Five coat system (490 pm Total thickness) as follows:

Epoxy primer - 40 pm

Glass flake epoxy - 2 coats x 150 pm/coat

Micaceous iron oxide epoxy - 100 pm

Polyurethane - 50 pm

Hull under water: Six coat system (865 pm total thickness) as follows:

Epoxy primer - 40 pm

Glass flake epoxy - 2 coats x 150 pm/coat

Coal tar epoxy - 75 pm

Self polishing copolymer anti fouling system - 3 coats x 150

pm/coat

Deck area: Epoxy coating system 2 coats x 250 pm/coat

Piping: External: Coal tar epoxy - 2 coats x 150 pm/coat

Internal: Glass flake epoxy - 2 coats x 200 pm/coat

Impressed current Wilson Walton Aquamatic III system for hull: Lead/silver Anodes fitted on both sides of hull in forward/

amidships/stern areas. These anodes were fitted over

specially coated areas with di-electric coating.

Marine Growth: Catheico anti-fouling and ferro-injection system for

seachests and

Protection system: SW pipes.

31
Corrosion Control During Operations:

In recognition of the fifteen years designed life expectancy, following controls are

exercised during operations:

a. ICCP and Catheico readings are monitored daily and monthly log is sent

to technical department of supplier for their appraisal and

recommendations if any are duly complied with.

b. At every periodic tank inspection, coating is touched up wherever it may

be disturbed. Surface is prepared by hand tools. In this regard, particular

attention is paid to the aftermost bay and area just below the suction bell

mouth, which is subject to cavitation. During conversion, the bell mouth

was raised by two inches to gain access for this maintenance.

c. At every periodic inspection inside the tanks, thickness gauging is carried

out and readings compared with original readings from the conversion

yard. By and large, coatings are found better than 99 percent intact and

thickness readings do not show any deterioration.

d. Tank anodes are inspected for any wastage. Having been fitted in already

coated areas, the wastage so far is noted to be negligible.

e. Acidic attack that can be caused by the presence of H2S gas released by

the Maya crude cargo on the upper parts of cargo tanks, is minimized

through dilution with fresh inert gas and purging.

f. PV valves and self closing devices on the tank vent pipes for ballast tanks

are maintained in good condition to prevent ingress of fresh air into tanks.

g. The 'in & out' lengths of anchor chains are measured for thickness at

every five yearly interval to check on undue wastage. At last recording,

this wastage was noted to be less than two percent on the diameter.

h. Maintenance of deck plating and fittings above deck are continuous

maintenance items and are descaled and touched up or coated as

necessary.

i. The exterior of the hull, where accessible, is touched up with paint as

necessary.

j. The glass flakes coating in way of fenders provide extra protection against

abrasion.

k. The inaccessible underwater areas of hull are inspected with the help of

divers every 2.5 years. Obviously, no maintenance by way of recoating is

possible. However, at such inspections, it has been noted that the

extensive coating system applied at the conversion yard is by and large

fully intact. Where superficially disturbed, it is noted that substrata of paint

coating is quite intact still. At last underwater inspection carried out by

divers and monitored on deck with video cameras, in March 2003 (i.e. five

years after dry-docking), showed that there was hardly any sea growth -

32
barnacles etc. This indicates that anti-fouling coats are still effective. We

have no delusions that this can continue for another 10 years. However,

we feel confident that corrosion if/when it starts will not cause the integrity

of hull to be unduly effected. It nnay be added that the rudder and

propeller areas, which are isolated from the ICCP system, are extensively

covered with barnacles. This is inconsequential for FSO/FPSO, as at the

end of their life they will be towed away.

I. During such underwater inspection, particular attention is paid to the

seachests and their external gratings. If necessary, gratings are removed

to the deck and recoated. Anodes inside the tanks are noted to be quite

active and when needed, they can be replaced.

Let me end my presentation by stating that the corrosion protection provided

at the time of conversion six years ago and subsequent inspections and

corrective measures and controls exercised during operations of this FSO

located in its particular area in GOM, give us the confidence that Ta'Kuntah

will outlive its life expectancy of fifteen years.

33
34

It
Section 3

Theme Papers

35
36
Health & Safety Concerns:

Coating Application & Removal

Joseph B. Loring

Safety and Environmental Health Officer

U.S. Coast Guard

Introduction:

The intent of the paper is to provide a very brief summary of potential safety and

health concerns/hazards associated with the coatings industry for inclusion in this

publication. This paper is far from a detailed, thorough assessment of any and

all hazards associated with the practices of this industry.

Extremely simplified, the application of a coating involves the removal of any

previous coatings/paints, followed by surface preparation, and subsequently, the

application of new coating.

Removal of old coatings and surface preparation is usually accomplished via

water blasting, steam blasting or abrasive blasting. This process often creates a

large debris cloud of both blasting media and removed product.

The application of a coating involves either spraying or brushing the material onto

the prepared surface. This frequently results in an atmosphere with high

concentrations of aerosolized coating material.

Most coatings, paints, and protective agents are comprised of a long list of

materials, many of which have properties that make them potentially harmful to

human health. Ingredients will likely include some type of solvent (aromatic and

aliphatic hydrocarbons) mixed with pigments and additives. The additives may

include organo-mercury compounds, copper oxide, arsenic, organo-tin

compounds, cadmium, chromium, lead, zinc chloride, and others.

The process of surface preparation and application of the coating, coupled with

the potentially hazardous materials used in the coating, create occupational

health risks that could cause both acute and chronic illnesses to workers.

General Safety Concepts:

The most effective way to assess the potential hazards associated with utilizing a

product is by consulting its Material Safety Data Sheet (MSDS). The application

of coatings is no exception. It is imperative that workers that will be handling the

37
coatings acquire the appropriate MSDSs and gather information on the hazards,

handling procedures, PPE requirements, etc.

Utilizing controls is essential. The control hierarchy dictates that engineering

controls should be considered first, followed by administrative controls, and

finally the use of Personal Protective Equipment (PPE).

Engineering controls are those that can eliminate the hazard through technology.

Installing blockades, shields, local ventilation, or isolation booths are engineering

controls that isolate the hazard from the worker or the worker from the hazard.

Administrating controls are policies or procedures aimed at limiting or minimizing

workers exposure to hazards. Work rest cycles, warning signs, and worker

training are all admin controls that can reduce the likelihood of injury or illness

due to hazard exposure.

The last control is the use of PPE. Often times unavoidable due to procedures

and practices, the use of respirators, gloves, coveralls, etc will minimize workers

exposure to certain chemicals/hazards.

The control hierarchy should always be addressed prior to commencing a job to

determine the best way to protect the workers and the surrounding area.

Fire and Explosion Hazards:

The vast majority of paints and coatings contain some type of solvent. These

solvents are commonly the carriers of any pigments and additives used in the

coating. Examples of commonly used solvents include mineral spirits, benzene,

toluene, acetone, methyl ethyl ketone (MEK), and others. Though all have

differing physical and chemical characteristics, one property common among

most solvents is that they are extremely flammable.

Whether applied via spraying, brushing or other technique, all are likely to create

a potentially explosive atmosphere. This atmosphere combined with a source of

ignition may result in a catastrophic explosion.

Sources of ignition could include hot-work (welding, cutting, grinding), nonintrinsically safe equipment/tools, human error, etc.

Often times sources of homogenous to the job site and cannot be eliminated. As

such, the best preventive measure is to aggressively ventilate the space.

Exhaust ventilation must be utilized to ensure flammable solvent vapor

concentrations are <10 percent LEL.

38
Respiratory Hazards:

Solvents, pigments and additives may all be respiratory hazards.

Application or removal of coatings in confined or enclosed spaces could result in

an oxygen deficient atmosphere or an atmosphere with high levels of toxic

material. Potential health effects due to exposure to some products may include

irritation, sensitization, organ damage, cancer, neurological damage,

asphyxiation, or death. Therefore, respiratory protection in the form of airpurifying respirators (APR), supplied air respirators, or self-contained breathing

apparatus is a must in most situations. In confined spaces and enclosed spaces

without ventilation, airline respirators are required. In well-ventilated areas, airpurifying respirators with appropriate cartridges are acceptable.

The best preventive measure is again ventilation and real-time air monitoring to

ensure toxics remain below OSHA's Permissible Exposure Level (PEL) and

ACGIH's Threshold Limit Value (TLV).

Contact with Coatings or Solvents:

Components of many coatings can cause irritation, sensitization, allergic

reactions, chemical burns, organ damage, etc. if they come into contact with skin

or eyes. Proper PPE should always be utilized including utilizing full body

coverall, face and eye protection, gloves, boots etc. Eyewash stations and

emergency showers must be available for worker use.

Limited Access/Egress and Confined Space Entrv:

Painting and coating operations that take place inside tanks and other voids

commonly result in blocked access openings and limited egress. It is im.perative

that these entry and exit points remain clear to avoid the hindrance of escape in

the event of an emergency.

Proper confined space entry procedures must be followed when entering space

to apply or remove coatings. Certified Marine Chemists and shipyard competent

persons must be used to test the spaces for oxygen content, flammable

atmosphere, and the presence of toxics.

Work Environment Temperature and Related Hazards:

If not properly accounted for, both heat and cold stress can create dangerous

work environments.

39
The most important action required is the monitoring of the environment.

Utilizing a Wet Bulb Globe Temperature (WBGT) monitor, a health tech can

determine whether temperature related stress is an issue. Administrative

controls should also be considered which include work / rest cycles, frequent

breaks, hydration, and awareness training.

Slip, Trip, and Fall Hazards:

Injuries due to simple trips and falls are by far the most common injuries

occurring in the occupational environment. The field of coatings and paint

application is not an exception to this trend. It is imperative that all workers are

familiar with their environment and are aware of the uneven work surfaces, deck

openings, platforms, overhead hazards, etc that are potential sources of injury.

High Pressure Hazards:

High-pressure pneumatics is routinely called upon for the application/removal of

coatings and paints. Pressurized steam, water and abrasives are commonly

used to remove old product and otherwise prep surfaces for new coatings. This

exposes workers to noise, thermal, injection, physical (eye & skin), and inhalation

hazards.

Electrical Hazards:

The coatings industry obviously relies heavily on electrical power to run

equipment, tools, lighting, ventilation, etc. With this reliance, come the

associated hazards. These hazards may include shocks, arc burns, blasts and

sparks resulting in electrocution, vapor ignition, and secondary injuries such as

falling after a shock. Vigilance must be applied to the inspection of equipment,

cords, tools and potential static build-up.

Detailed Health and Safety Information:

As stated above, this information is a very broad, simplified look at potential

health and safety issues that may be associated with the coatings industry. The

following references are valuable sources for more detailed information:

http://www.osha.gov/SLTC/etools/shipvard/shiprepair/painting/index paint.html

http://www.cdc.gov/niosh/homepage.html

http://www.epa.gov

40
Coatings for Corrosion Protection

April 14 2004

Tankers and FPSO Corrosion

Ian Rowell

International Paint

Offshore Production Systems

41
Floating Production Units

General Observations

• Floating Production Units have been in operation for

over 15 years. Now nearly 200 in operation

• Units are increasingly operating in deeper water in

locations that are more inaccessible

• The Costs of Offshore Coating Repair or Maintenance

is significantly higher than New Construction - x15

• Units are operating in Hot Climates with very corrosive

conditions

• The types of structure used and how they are built

is changing

• Projects are increasingly Global

42
FPSOs - Getting it Right 1st Time

Getting the balance right

43
•Tanker coating requirements are different than those for

offshore structures

•Established building practices

• Tankers dry dock at MAXIMUM 5 year intervals

• No product testing protocols

Why is an FPSO Hull different?

• Design life is commonly +25 years - without drydocking

• Ballast tanks can cycle as much in a month as a tanker in a year

• Commonly hot oil at +160F into the tanks

44
FPSOs - Getting it Right 1st Time

Needs are Different

PRODUCIIVII Y PERFORMANCE

Getting the balance right

Products meeting Owners and Yard needs

FPSOs - Getting it Right 1st Time

Needs are Different

Getting the balance right

Products meeting Owners and Yard needs

45
New Construction is inevitably in Asia

~=ri^ L-Ki^ \ti mt SOVIET mmhi i94S,

am

FPSOs - Getting it Right 1st Time

Block Assembly in Fabrication Hall

46
FPSOs - Getting it Right 1st Time

Block after removal of PCP

FPSOs - Getting it Right 1st Time

Coated Block in Painting Hall

47
i

FPSOs - Getting it Right 1st Time

Block being moved around yard

FPSOs - Getting it Right 1st Time

Coated Block being moved around yard

48
FPSOs - Getting it Right 1st Time

Block in storage in yard

FPSOs - Getting it Right 1st Time

Block assembly

49
FPSOs - Getting it Right 1st Time

Block Assembly

FPSOs - Getting it Right 1st Time

Prepared Block Joint - NO ABRASIVE BLASTING

50
FPSOs - Getting it Right 1st Time

Partially coated block joints

51
Temperatures - Ulsan, Korea

Max Temp

Average Temp

Minimum Temp

35

30

Relative Humidity - Ulsan, Korea

on

70 ^ 60 a

1 50 1 3^ 40 o~ 30

(0 ^ 20

10

n

DO NOT USE INORGANIC ZINC
New Construction - Cold Climate in Winter

M&R - Hot Climate
Existing coatings are fully removed - need a new 20 year system

54
Automated blasting

20 year old cargo and ballast tanks inevitable are heavily corroded

55
Steel is heavily contaminated with chlorides

Key question how to reduce chlorides and to what level?

Heavy pitting

56
Areas are complex

Air movement and humidity control is difficult

Preferred coating is SOLVENT FREE

• No concerns with solvent entrapment

• Penetrates deep pitting

• Reduction is explosion hazard from solvent vapors

57
Yard Product - New Construction

Multi Purpose

- Ballast,Cargo & Slop Tanks

- Underwater Hull

- Over Zinc Primer as build coat

- Decks

Fast Recoat, Rapid Handling

Long Maximum Recoat

Low Temperature Cure

Not dependant on humidity

58
Yard Product - Conversion

Multi Purpose

- Ballast.Cargo & Slop Tanks

- Underwater Hull

- Over Zinc Primer as build coat

- Decks

Fast Recoat, Rapid Handling

Long Maximum Recoat

Tolerates high temperatures

Tolerates high humidity's

FPSOs - Getting it Right 1st Time

Needs are Different

PRODUCIIVII Y PERFORMANCE

Yard

Needs

A

Getting the balance right

Products meeting Owners and Yard needs

59
Standards Developed - Current Status

(All in draftformat)

NACETG260

- "Offshore Platform Atmospheric and Splashzone

Maintenance Coatings"

NACETG263

- "Offshore Platform Ballast Water Coatings" - New Construction and Maintenance

NACE TG264

- "Offshore Platform Exterior Submerged Coatings"

• Effective & Economical!

• Wider approach adopted in simulation of failure

modes

• Resulting in "multiple tests" - Cyclic corrosion testing, residual salt resistance,

immersion, edge retention, thermal cycling, flexibility,

impact, abrasion, dimensional stability - Specialist tests developed where necessary

• ISO / ASTM used where applicable - Each NACE standard uses applicable tests ONLY

- Recommended pass criteria

60
NACE TG260 - "Offshore Platform Atmospheric and Splashzone Maintenance

Coatings"

Test Type Standard Duration Recommended Pass

Criteria

Cyclic Corrosion

(Rust Creepage)

Modified ASTM D5894

Synthetic Seawater

12 weeks <3mm creep non zinc <lmm creep zinc

Cyclic Corrosion

(Residual Salt Rust

Creepage)

Modified ASTM D5894

Synthetic Seawater

12 weeks <3mm creep non zinc <lmm creep zinc

Edge Retention (a) 90° N/A N/A >0.5

Thermal Cycling +60°C to -30°C

2 hour cycle

252 Cycles No Cracks

Flexibility (60°C ageing 1 week)

Modified IS01519

(Fixed Mandrels)

N/A >1% Flexure Strain

Impact Resistance ASTM G14 N/A >3.4 joules

Abrasion Resistance ASTM D4060

(CS17 wheels)

N/A <50nm thickness loss per 1000

cycles

Water Immersion @ 40°C

(Splashzone Only)

Modified ISO 2812-2

Synthetic Seawater

12 weeks No pinholes / rust >3.4MPa / <lmm disbondment

NACE TG263 - "Offshore Platform Ballast Water Coatings"

Test Type Standard Duration Recommended Pass Criteria

**Cathodic Protection Modified ASTM G8

Synthetic Seawater

12 weeks <lmm disbondment

**Water Immersion @ 40°C

(Splashzone Only)

Modified ISO 2812-2

Synthetic Seawater

12 weeks No pinholes / rust >3.4MPa / <lmm disbondment

Dimensional Stability (Free films)

Synthetic Seawater @40°C

12 weeks Within +/- 0.75% change

Ageing Stability

(Flexibility)

Modified ISO 15 19 (Fixed Mandrels)

Control & Aged

Aged= 12 weeks

immersion

>50% flexure strain ratio of aged

/ control

Edge Retention @ 90° N/A N/A >0.5

Thick Film Cracking

3 X 500nm

Synthetic Seawater @40°C

12 weeks No Cracks

**Hot / Wet Cycling

(FPSO's)

3hr wet @ 23°C

3hr dry @ 60°C

12 weeks

<3miTi creep No pinholes / blistering

** Carried out over "Damp" and Chloride contaminated steel (lOng/cm^) for maintenance

61
NACE TG260 - RESIDUAL SALT RUST

Cyclic Corrosion Test

• 168 hours Prohesion Salt Fog (ASTM G85)

- 1 hour spray / 1 hour dry out - Artificial sea water electrolyte (ASTM Dl 141)

• 1 68 hours UV / Condensation (ASTM G53),

4 hours UV at 60°C, 4 hours condensation at 50°C

• All panels scribed with 9 cm x 1 mm vertical scribe

• One cycle = 2 weeks (336 hours)

• Test duration = 12 weeks (2016 hours)

62
Cyclic Corrosion Test

Edge Retention

• Ability to retain film thickness on sharp comers

- Related to rheological properties and spray technique - Test should be carried out using that which is used in the

field

• Full coating application onto sharp 90° aluminium

bar- Radius of curvature 0.7 mm or less

• Samples cut from bar - Smooth flat surface required

• Measure peak / side ratio using suitable microscope /

optical hardware.

63
Edge Retention

Edge Retention

• Edge "retentive" Coatings (90° Comer)

OBmni 0.5mm

64
Thermal Cycling

• Offshore steel temperatures can vary

significantly - Low temperatures - coating contraction - High temperatures - coating expansion - Causes "thermal fatigue" - Cracking results

Thermal Cycling

• Dry thermal cycling test - to + 60^C - 2 hour cycle/252 cycles (3 weeks) - "C-Channel" test piece (3x2 inch) - Standard film thickness tested

• May not see too much failure at standard draft - Thermal cycling chamber

• Programmable

65
Thermal Cycling

60°C ^ 60°C

7 5 mins

30 mins 60 mins

15 mins

30°C< -SOX

Total No. of cycles = 252 (3 weeks)

Draft NACE TG260 : Test Piece

66
Cyclic Corrosion Test

• Draft ISO 20340

- 72 hours UV/Condensation (ASTM G53),

4 hours V at 60°C, 4 hours condensation at 50°C - 72 hours Neutral Salt Fog (ISO 7253)

• 5% Sodium Chloride electrolyte - 24 hours freeze at -20°C (or optional +23°C)

• One cycle = 1 week (168 hours)

• Test duration = 25 weeks (4200 hours) .

• Consider freeze as being the more appropriate choice - stress

ISO 20340 (4,200hrs) without Freeze

Photo no. L Panels after Cyclic i-all spray / UVA test 7.4 mm creep 7.2 mm creep 7.4 mm creep

67
ISO 20340 (4,200hrs) with Freeze

14 mm creep 13 mm creep 12 mm creep

ISO 20340 Testing after 10 weeks

Power tool cleaned steel with profile

Ambient Dry 23°C With Freeze -SOX

68
Dimensional Stability

Water moves in and out of coatings

Absorbed water can cause "swelling" - Blistering

Absorbed water can leave the coating taking with it water soluble additives - "Migration"" of small species such as solvents / plasticisers - Can cause "shrinkage" / "Cracking"

Testing of free films

Weight and dimension measurements before and

after seawater immersion for 12 weeks (5) 40°C

Dimensional Stability

69
Cathodic Disbondment Test (ISO 1571 1)

• Defines two methods

- Method A Impressed Current (-1.050 volts) - *MethodB Sacrificial Zinc Anode (-1.050 volts)

• Electrolyte - Artificial seawater or natural seawater - Ambient temperature (23 °C) - Testing required to 60°C

• Test Duration = 6 months

*Note : Method B is identical to SIVIT 97

Global Assurance of Product Quality

How can you get

assurance of product

performance ?????

• Life expectancy is derived

from performance during

the testing program

• Paint systems are

tested to develop a performance

profile

• Paint formulations are easy to change

70
ISO 20340 - Paint Identification

• Fingerprinting - Ensure consistency in the supply of qualified

coatings - Paint supplied = Qualified Coating - Range of tests

• Binder content/pigment content/functional groups

• IR Spectra (ASTMD2372&D2621)

• Mass Solids (ISO 3251)

• Density (ISO 2811)

• Ash Content (ISO 14680-2) - Routine Batch Testing

• Mass Solids/Density

Product Fingerprinting

Process to allow owners to control the quality of paint

• Testing Protocol established

• A unique Fingerprint produced for each coating

• Manufacturer establishes procedures to control

- Raw Materials

- Manufacturing Quality

• Manufacturer produces Certificates of Conformity for each batch

• Owner can sample paint and see if fingerprint is valid

• Manufacturer has to inform owner when a formulation change is being made

71
Inspection and Repair of Coatings

Rogest W. Dively

EDG & Associates, Inc.

PO Box 320478

Cocoa Beach, FL 32932-0478

rwd@edg-associates.com

Abstract

From the "birth" in the laboratory to manufacture, application and service use,

inspection and repair protocols must be invoked to ensure optimum coating

system performance. This theme paper reviews current practices and suggests

broad areas of research efforts to improve the art. Because of the diverse nature

of coating chemistries in use today, the focus will be directed to issues that are

common to most of the available technologies. Because of the economic

considerations associated with the repair process, a review of the major issues to

address in the maintenance decision-making process is provided.

Introduction

The ultimate performance of coatings used for corrosion protection can be traced

to the successful implementation of the following processes:

1. Formulation

2. Performance testing of new formulations

3. Manufacture

4. Transport and Storage

5. Initial system installation and inspection

6. In service inspection and repair

Given the large scope inherent in the processes described above, this theme

paper assumes that coating materials have been properly formulated, screened

for performance in the intended corrosive environment, and properly

manufactured and delivered to the project site. Additionally, it is assumed that

the correct materials and procedures have been selected for the intended service

in the form technical and administrative specifications prepared by an

engineering agency.

Given the assumptions mentioned above, inspection and repair of coating

systems will be reviewed and opportunities for R&D initiatives to improve these

processes will be identified. It should be understood that the term "inspection"

72
actually refers to two distinct processes that have different foci and prerequisite

skills:

• in-process Inspection: The in-process inspector is responsible for

ensuring that the coating system is installed in accordance with Project

specifications. The in-process inspector conducts various tests on

equipment, prepared surfaces and the applied coating film that establishes

conformance to industry standards (typically consensus standards).

Installation contractor's personnel, owner's personnel, "third-party"

organizations, or a combination may perform the in-process inspection

process. Part of the installation process may involve repairs to the system

damaged by other trades or during the course of destructive testing.

• In-service Inspection: The in-service inspector is responsible for

identifying the extent and degree of system deterioration (in relation to the

system's ability to perform its intended function), identify "premature"

failures and evaluate the system for three repair options. The three repair

options are:

o Touch-up: Addressing isolated failures of the installed system by

the application of a repair system (that may or may not be the same

as the installed system).

o Refresh: Involves the combination of touch-up, followed by the

application of a new topcoat. The existing system must be

evaluated for its ability to receive the new topcoat.

o Restore: Involves the complete removal of the existing system and

the installation of a new system (not necessarily the same as the

existing system).

The in-service inspection process carries with it a strong economic element.

Repairs to existing coatings are typically more complicated and expensive than

original installation. This is particularly true in terms of operating facilities, as the

repair process may significantly impact the revenue stream generated by these

facilities. Also, existing accounting system procedures penalize owners in terms

of treating maintenance expenditures.

73
In-Process Inspection

The in-process inspector is often assigned a variety of responsibilities in a

coating project. These duties may range from strictly addressing inspection

issues to assumption of traditionally project manager duties. Bearing in mind that

many maintenance projects encompass more than the application of coatings,

the in-process inspector may have to assume responsibility or work closely with

other personnel (welding inspectors, QA/QC, engineers, operational personnel,

etc.). Generally, the in-process inspector is responsible for:

• Preliminary inspection responsibilities

• Inspection of preexisting conditions

• Inspection of surface preparation

• Inspection of mixing, thinning and coating application

• Post-application inspection

• Documentation and reporting

Preliminary Inspection Responsibilities

Depending on the particular project, the inspector may be tasked with a variety of

actions prior to the commencement of work, including:

• Reading and understanding the project specification

• Reviewing drawings, reports, plans, and other project documentation

• Reviewing submittals from the contractor such as product data sheets,

MSDSs, schedules, QA/QC plans, safety plans, etc.

• Reviewing reports, such as inspection reports from fabrication shops.

• Reviewing modifications of the contract

• Attendance at the pre-job conference

• Inspection of jobsite

• Inspection of equipment

The actual extent of the in-process inspector's involvement in these preliminary

actions is solely a function of the of individual project management organization.

In fact, an in-process inspector may not become involved until the coating

application contractor has been mobilized and has started the work. Conversely,

the in-process inspector may be given responsibilities beyond strictly coating

inspection, especially in cases where the size of the project restricts the

assignment of a full-time project manager/engineer.

74
At this point, it behooves us to view the in-process inspector's role in light of the

project as a whole and question the feasibility and desirability of involving the

inspector in all of the actions listed above.

The project specification refers to the technical requirements of the coating

project. The overall project is guided by a contract, typically between the Owner

and Contractor. The contract consists of terms and condition, specifications,

drawings and a signed agreement. The collection of all these elements is

commonly referred to as the Project Manual and is a legally binding document

between the signatories. The in-process inspector's role is primarily to ensure

the technical requirements are met and not necessarily be the interpreter of the

intent, if there is any disagreement or conflict. Nor is the in-process inspector

always qualified to pass judgment on submittals, change orders, reports and

modifications to the contract. This is especially true if coatings represent only a

portion of the specified work. Although an in-process inspector may be capable

of such actions by virtue of accumulated experience, in-process inspector

training programs may not necessarily provide sufficient training in this area.

The inspection of the Jobsite and equipment may also be problematic. The inprocess inspector may not be qualified to assess the conditions observed and

may lack the authority (other than reporting) to act on any perceived deficiencies.

In most contracts the application contractor is responsible for safety, quality of

finished product, productivity, and selection of means and methods to meet

specified requirements. The use of an in-process inspector (especially third party

inspection) in areas other than assuring specification compliance may tend to

blur the distinction between addressing technical requirements and evaluating

the productivity of the contractor. In any event, the in-process coating inspector

now assumes at least partial liability in the event of a coating failure or jobsite

accident.^

There are numerous consensus standards and guides for defining the training,

experience and responsibilities of in-process coating inspectors. ^'^ There are also

several organizations that train and certify in-process coating inspectors,

including:

• NACE International: After three training courses (each with an

examination) and a peer review, in-process inspectors can attain certified

status. ^° This program is the largest and most widely recognized

certification body and extends internationally.

• The Society for Protective Coatings (SSPC): After a five-day training

course and successful examination in-process inspectors can be certified

as a NAVSEA Basic Painting Inspector, qualifying the inspector to perform

quality assurance functions on U.S. Navy painting projects.

• ACQPA/FROSIO Inspector's Certification: Certifies in-process inspectors

to Norwegian standards.

75
In-process coating inspection is viewed as a career ladder for painters capable of

attaining the required training and certification. In the U.S., coating inspection for

the most part represents seasonal work centering on the maintenance cycles of

the industries affected. Third party inspection firms depend on a relatively limited

pool of people and permanent employment with these firms is not the norm.

Specifying bodies tend to focus on the use of certified inspectors, often ignoring

the utility of those inspectors still in the process of certification. NACE

international has trained approximately 10,000 people at the basic level and has

certified approximately 2,000 inspectors. Active certified inspectors (those

actually performing roles in coating projects) probably number around 1,000 -

1,200. There are few, if any, studies addressing the requirements for a

workforce of third party inspectors to support the coating industry. Because of

the inherent transitory nature of the work, in-process coating inspectors have not

generated a "critical mass" in terms of recognition as separate professional

cadre.

While anecdotal evidence exists to justify the costs of in-process inspection, the

industry has developed few business models to objectively quantify the benefits.

Coating inspection has been attributed as a major factor in reducing premature

coating failures, by raising awareness of the need to address the factors

necessary for effective coating installation. It appears that development of a

more professional applicator workforce is being initiated, especially in

government funded coatings projects. Raising the level of training of the person

accomplishing surface preparation and coating application actions would appear

to be advantageous to the industry as a whole. How these initiatives would affect

in-process inspection remains unknown.

In terms of potential R&D efforts, the following broad areas should be addressed:

Inspection of Preexisting Conditions

The presence of certain contaminants and fabrication conditions may have

adverse affects on the ability of a coating system to perform. These are best

addressed before surface preparation activities, as the specified methods may

not remove detrimental conditions. The in-process inspector's role involves

investigation of the following conditions:

1 . Presence of surface contaminants, both visible and non-visible.

2. Presence of fabrication and design defects and issues.

Surface contamination and fabrication issues are dependent on the substrate

(especially when contrasting steel and concrete) and generally include

consideration of the following:

• Surface pH

• Soluble salts

• Chlorides

76
Ferrous ions

• Sulfate

• Grease or oil

• Weak surface layers

• Residuals from chemical paint removal operations

• Dust

• Welds and associated weld spatter

• Difficult to access configurations

There exist standards and guidelines to perform testing for the presence of

contaminants and the existence of other potentially deleterious conditions.

Professional organizations have active committees addressing the needs of

industry in developing new standards as the result of technological progress in

the field of protective coatings. These organizations include:

• NACE International (NACE)

• The Society for Protective Coatings (SSPC)

• American Concrete Institute (AC I)

• International Concrete Repair Institute (ICRI)

• American Water Works Association (AWWA)

• American Society of Testing and Materials (ASTM)

• International Organization for Standardization (ISO)

However, there remain questions concerning the implications of the results of

such testing, especially when considering the most often cited moieties in relation

to premature failure, chlorides and residual dust (generated either during surface

preparation actions or as the result of outside influences).

Various agencies have published maximum allowable concentrations of

contaminants. It is presently unclear what rationales was used to establish these

limits and whether or not there are differences in susceptibility of failure with

different coating formulations. Finding potentially deleterious contaminants such

as chloride (ubiquitous in the marine environment) is not surprising. Attaching

the presence of these contaminants to specific failure modes is lacking, although

generally speaking, osmotic effects are usually fingered as the culprit. The

accuracy and precision of the various detection methods have not been

emphasized generally. Efforts to remove such contamination can significantly

increase the cost of a coating project.

77
Industry has responded to the perceived need to deal with soluble salts

(especially chlorides) by the introduction of materials to sequester or otherwise

render them innocuous to coating performance.

Dealing with design and fabrication issues, such as welds, sharp edges, and

difficult-to-coat surfaces are, to this day, difficult to deal with because of the

interaction of various trades and the emphasis on the most efficient structural

design (which may not be compatible with optimum coating conditions).

Typically, these issues are only addressed in more severe services, such as

immersion.

Inspection of Surface Preparation

Once preexisting conditions are evaluated and dealt with, the coating contractor

must prepare the surface to receive the specified coating materials. Generally,

these actions involve the input of energy and may be both expensive and time

consuming. The most studied substrate has been steel, but interest in the

coating of concrete has initiated efforts in developing standards in this area. Dry

abrasive blasting has been the method of choice for decades. Environmental

and worker health and safety concerns have spurred the introduction of more

advanced processes, such as high and ultrahigh water jetting. Evaluating

conditions of the prepared surface is covered by a multitude of standards.

^^'^^

Inspection of surface preparation on steel substrates focuses on two attributes:

1 . Removal of contaminants that interfere with coating adhesion or that might

induce premature failure.

2. Roughening the surface to promote coating adhesion (increasing the

number of potentially reactive sites) often referred to as surface profile.

Inspection of surface preparation on concrete focuses on three attributes:

1 . Removal of contaminants that interfere with coating adhesion or that might

induce premature failure.

2. Roughening the surface to promote coating adhesion (increasing the

number of potentially reactive sites) often referred to as surface profile.

3. Removal of weak surface layers that cannot support the stresses imparted

by the coating system.

Inspection of Mixing, Thinning, and Coating Application

Modern protective coatings represent highly complex chemical technologies

requiring specific knowledge for successful use. Coatings arrive at the jobsite in

an unassembled form, and typically require specialized processes and

equipment for effective application.

78
Economic considerations involving the loss of use of facilities is a strong driver in

the introduction of rapidly curing coating materials. Environmental and worker

health and safety are strong drivers in the introduction of materials with little or no

solvents (added to formulations for application efficiency). Both of these forces

have generated the development of "plural component" materials and application

technology that has taxed the ability of the in-process inspector to adequately

assure performance. In the past, mixing, thinning, application and cure of the

coating material involved hours or days, allowing for a fairly long period to assess

the adequacy of application. Technologies now exist where the mixing,

application and cure occurs in seconds. Whether the focus should be on

increased applicator sophistication or new inspection requirements is still being

debated.

Post-Application Inspection

After application, the coating system is evaluated in terms of specification

compliance in areas including:

• State of cure

• Dry film thickness

• Holiday (defect) detection

• Adhesive strength

• Appearance

Again, there are many standards covering these actions^^'^^, as well as active

committees that revise standards and initiate the development of new standards.

Documentation and Reporting

The in-process inspector generates a variety of reports on a daily, weekly and

as-required basis. In addition to documentation in terms of specification

compliance, these reports generally contribute to the success of the project by

highlighting:

• Instances of non-conformance that may require resolution by project

engineering or management personnel

• Objective determination of progress by the contractor

• Recommendations to improve project efficiency

• Coordinating the efforts of multiple parties in resolving disputes.

79
In-Service Inspection and Repair

The in-service inspection of coating systems (as well as other corrosion

protection systems) is initiated to determine the need for maintenance (repair).

The results of in-service inspection is invariably linked to maintenance budgets.

Thus, there is a continual striving for balance between two extremes: on the one

hand, maintenance organizations desire long periods of time between initial

application and maintenance actions, conversely there is a point at which

relatively minor maintenance can significantly increase a system's service life. Equitably resolving these extremes is difficult in practice. Prolonging intervals

between maintenance periods risks damage to the substrate being protected

(necessitating expense repair and replacement efforts). Performing maintenance

too early wastes limited resources. Coatings have been determined to be an

effective corrosion control strategy, and much emphasis in research focuses on

improvements to materials and processes used in initial installation. Less

attention has been given to the evaluation of existing systems to allow

economically sound decisions within the overall maintenance perspective.

Given the three basic repair options discussed above, maintenance planners

must determine:

• Is the existing system performing as expected? If not, what are the

reasons for either a system performing below or above expectations?

• Given an existing condition, how long can maintenance be postponed?

• Which option provides the most economic results

Most in-service inspections are prompted by the need for maintenance planning.

Typically, a "condition survey" is conducted to gain information on the:

• Extent of damage to the coating system

• Extent of deterioration to the protected substrate

• Flagging of unusual or unexpected conditions

The condition survey provides information on both the type of maintenance

required and on the scope (quantity) of work involved. Estimates of project costs

based on condition surveys are then incorporated into budget processes. A lack

of information on condition can lead to highly ineffective maintenance decisions.

The cost of the surveys can be substantial in large facilities or in widely dispersed

facilities where logistic costs become a significant factor.

There exists a large support infrastructure for the in-process inspector. Inprocess inspectors have many tools to verify compliance with specified

standards. In-process inspectors, in most cases, also have the advantage of

well-defined criteria in terms of the standards being used.

80
The in-service inspector does not have comparable resources. In-service

inspectors are commonly owner's personnel in operational facilities without

specific knowledge of coatings technology. While consultants are available with

expertise, the inspectors used for in-service inspection are often those

specifically trained as in-process inspectors. It is generally perceived in the

industry that the in-process inspector (especially one that is certified) can be

used effectively during in-service inspection. This perception has several

potential weaknesses.

The in-process inspector deals primarily with well-defined industrial processes

(surface preparation and coating application), where the inspector may well have

been an applicator previously. A large part of the in-process inspector's job

revolves around effective communication with other project participants within a

structured organization with many support resources. Contrast this with inprocess inspection. The in-process inspector mainly deals with "things". The inprocess inspector must look at a wide variety of elements, from structural steel to

process equipment, and be able to assess their "condition". Most condition

assessments are made based on grading systems. The grading system may

incorporate just the condition of the coating or may include an assessment of the

substrate. There are few industry-wide standardized grading systems, and

where such systems exist (i.e., ABS, MMS), they are subject to debate as to the

meanings of each grade, especially when the grades are only given written

definitions.

The in-service inspector (or the agency using information gathered by the inservice inspector), has to determine the viability of repairs involving touch-up and

refresh (touch-up and overcoat) operations. The operations are particularly

problematic because the ability of the existing system to receive such treatment

must be ascertained to avert potential failure. The ability of the system to receive

this treatment is a function of the modes of deterioration, specific coating

formulation chemistries, as well as the "structural integrity" of the existing coating.

The science associated with determining this ability is still in its infancy.

The in-service inspector is also challenged to ascertain the economically useful

remaining service life of an existing system and the consequences of loss of

substrate. This involves consideration of factors not normally addressed in

existing training programs, such as:

• Use of structural assessment protocols

• Implementation of economic models

• Risk assessment and management

• Evaluation of statistical deterioration models

81
• Consideration of alternate maintenance regimes

• Communication with engineering, programming, budgeting and

contracting personnel

The materials and processes for the repair of coatings rely almost entirely on

coatings formulated for application over blasted surfaces. The interaction of

these coatings when used in repair processes may be detrimental to otherwise

suitable existing systems, due to the stresses being imposed.

82
Summary

There exists a strong and active effort in the development of standards,

guidelines and practices to support industry efforts in advancing technology

development. This effort is accomplished by a variety of professional societies

using consensus-based review by the major players: contractors, manufacturers,

specifiers and owners. Major areas for R&D initiatives include:

Inspection of Coatings

• Conduct of cost/benefit analyses for coating inspection

• Elucidation of the mechanisms leading to premature failure of coating

systems, especially in the area of surface contaminants

• Establishing consistent metrics for limitation of contaminants

• Increased emphasis on developing tools for in-service inspection

• Elucidation of the mechanisms of deterioration of coatings in service and

the effects of this deterioration on remaining service life

• Establishing consistent metrics for evaluating coating in-service

• Developing procedures for inspecting application of rapid cure coating

systems

Repair of Coatings

• Elucidation of the parameters essential for effective, long-term repair of

coatings

• Development of tools to allow in-service inspector to quantify the

parameters essential for effective, long-term repair

• Establish metrics for the determination of remaining service life

• Develop economic models for aiding in the repair decision making process

• Investigating the need for materials specifically formulated for touch-up

and overcoat

83
References

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84
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85
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86
42. SSPC-SP 2, "Hand Tool Cleaning", The Society for Protective Coatings,

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44. SSPC-SP 5, "White Metal Blast Cleaning", The Society for Protective

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87
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Concrete by the Plastic Sheet Method", American Society of Testing and

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Nonferrous Metal Base", American Society of Testing and Materials,

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Tape Test", American Society of Testing and Materials, Philadelphia, PA

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Test", American Society of Testing and Materials, Philadelphia, PA

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88
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Using Portable Adhesion Testers", American Society of Testing and

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Nonconductive Protective Coating on Metallic Substrates", American

Society of Testing and Materials, Philadelphia, PA

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for Adhered (Bonded) Membrane Waterproofing Systems", American

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Philadelphia, PA

89
Past, Present and Future 'Smart' Protective Coatings

IVIartin Kendig

Rockwell Scientific Company LLC

1049 Camino dos Rios

Thousand Oaks, CA 91360

mkendig(!S)rwsc.com

Abstract

The best coatings for corrosion protection provide not only barriers to corrosion,

but also a 'smart' release of a corrosion inhibitor as demanded by coating

damage and the presence of a corrosive environment. Future development of

protective coatings will take advantage of this aspect of coating technology. Past

examples include coatings containing metallic zinc and chromate. Present and

future efforts will take advantage of inherently conducting polymers as carriers for

controlled release of inhibitors. Development of this technology requires an assay

for evaluating the release of inhibitors from coatings.

Introduction

Historically, metallic zinc and chromate-containing primers have provided the

excellent corrosion protection. Coatings made from these materials have

properties that allow them to actively respond to the corrosive environment while

maintaining a barrier to the environment. For a number of reasons, these coating

have limited application particularly for materials used in aircraft manufacturing.

New technology related to inherently conducting polymers (ICPs), battery

technology, and drug delivery suggests approaches for engineering new 'smart'

or damage responsive coatings. Here we review available concepts for 'smart'

corrosion protective coating technology and describe recent progress as

previously reported (1).

The demand to minimize maintenance of metallic structures while optimizing

performance requires protective coatings that can self diagnose and respond to

damage and changes in the external environment. Furthermore, the coatings

must constitute no hazard to the environment and maintenance personnel and

must be applied using conventional methods currently used to coat structures for

environmental protection. New materials such as nano-structured materials and

organic metals present opportunities for engineering damage-responsive

coatings and structures. Such materials must be cost effective and nonhazardous.

90
Chromate and Galvanic Coatings

Among existing 'smart' coating technologies, chromate-containing coatings and

galvanized coatings have been used over the last century or more. Chromatecontaining coatings release the inhibiting hexavalent chromium when exposed to

a corrosive environment (2-6). Release of this species passivates metal exposed

at defects in the coating. The overwhelming success of chromate-containing

paints and conversion coatings used over the last century and into the 21st

century, despite the environmental hazard, can be attributed to its performance

as a 'damage responsive' material. Xia et al. have reported evidence that the

coatings release chromate not simply by mass-action dissolution from the

coating, but as a result of electrochemical corrosion reactions that concentrate

alkali at cathodic sites, thereby stimulating the chromate release (5).

Unfortunately, hexavalent chromium has limited use for corrosion protection due

to its toxic and carcinogenic properties. Replacements must be found.

Furthermore, the search for replacements must include a search for materials

that will provide a damage-responsiveness.

Prof. G.S. Frankel provides a concise summary of the point made here regarding

the responsive functionality of chromate:

"Actually CCCs [chromate conversion coatings] are already rather smart. They

store an inhibitor, release it into aggressive solutions in which it migrates to an

active site and irreversibly reduce to quench corrosive attack. Even duplicating

the efficacy of CCCs is a considerable challenge (7)."

Besides chromate, the other old 'smart' or 'damage-responsive' coating

technology that remains viable for certain applications is use of metallic zinc in

coatings. Metallic zinc not only acts as a sacrificial material to electrochemically

bias the substrate away from potentials where it anodically reacts, but it also

generates a product, Zn (II) ion, that is corrosion inhibiting. Galvanized coatings

are thus ideally 'damage-responsive' in that they will polarize a defect in the

coating and in so doing release a corrosion inhibitor. The cost and weight of

these coatings and their general ineffectiveness for the lighter alloys along with

some concern for their environmental impact make them less than ideal for many

aerospace applications.

Semi-conductive Coatings

In the mid 1980's the Naval Air Warfare Center supported development of a

damage-responsive semi-conducting coating that would provide an electronic

barrier at the metal coating interface (8,9). No practical application seems to

have come from this approach.

91
Microencapsulated Inhibitors and Sol-Gel Coatings

The recent literature provides an overwhelming list of citations for sol-gel

coatings used for corrosion protection. Notable in this list are those that include

corrosion inhibitors, particularly when connbined with the controllable

microstructure and nano-structure of such materials (10). J. Osborne notes the

similarity of the physical chemistry of sol-gel film formation and chromate

conversion coating (11).

The ability of sol-gels to form nano-structures capable of encapsulating reagents

(12) may lead to their ability to hold otherwise soluble inhibitors for release as a

result of chemical or mechanical stress from the environment. Sol-gel structures

have been used to encapsulate biomolecular catalysts (12). As such they help

advance 'damage-responsive' protective coating technology. While locally

formed increase or decrease in pH due to the onset of corrosion can trigger such

mechanisms, the generally insulating properties of the oxidic coatings preclude a

trigger that is purely galvanic. There are exceptions, of course. For example, solgel oxides can be conductive, as is the case of the vanadia aerogel considered

for battery materials (13).

Related to this approach, Yang and van Ooij (13) have encapsulated soluble

corrosion inhibitors using plasma polymerization. Such inhibitors can then be

used in paints much as the conventional solid inhibitors are used. The inhibitor is

slowly released as it diffuses through the thin polymer film. While this provides a

mass-action governed release mechanism, it is a less selective process

regarding damage-induced activation.

Also relevant to this discussion of damage-responsive coatings is the sol-gel

coating that protects orthopaedic prostheses. Silica sol-gel films containing glass

particulates can stimulate the growth of a protective apatite (15). This coating

demonstrates an instance of a smart environmentally-responsive coating.

Stimulated Protective Bio-films

Some coatings may stimulate the formation of protective bio-films. For example,

a recent note (16) suggests that biogenetically engineered bacteria may be able

to release corrosion-inhibiting species such as certain polypeptides and

polyphosphates. While this approach suggests an interesting process for active

release of inhibitors, not clear is how it can be used for controlled release as a

response to damage.

92
Ion Exchange Coatings

Ion exchange corrosion-inhibiting pigments have been considered for a number

of years. The most recent work was that performed by Williams and McMurray,

who demonstrated that hydrotaicite, rehydrated in the presence of inhibitor

anions such as phosphate and chromate, provide excellent inhibition for filiform

corrosion (17). The ion exchange pigments, when formulated in a paint, work to

limit filiform corrosion in at least two ways:

Lower the chloride activity through ion exchange with the inhibiting anion

Buffer the anodic head of the filiform

Inherently Conducting Polymer (ICP) Coatings

Shortly after the discovery of conducting polymer materials, formed from highly

conjugated aromatic ammines (Figure 1), DeBerry et al. demonstrated that in the

conducting, oxidized form, such materials could anodically protect stainless steel

in sulfuric acid by maintaining its potential in the passive region (18). Over the

years, many have used this 'oxide-stabilization' model to explain the corrosion

protection properties of polyaniline and other ICP or ICP-containing coatings on

metals such as steel and aluminum exposed to various environments. As an

example, B. Wessling provides a well-cited discourse on this hypothesis (19).

Work describing the corrosion protective properties of ICPs has recently been

reviewed by others (20,21) and will not be reviewed in further detail here.

While the anodic protection mechanism ('oxide stabilization' model) of DeBerry

operates for stainless steel in non-chloride environments and other non-pitting

situations, this mechanism is unlikely to explain the 'active' role of conducting

polymer protection of steel in neutral chloride. Neither does it explain the

corrosion protection of aluminum in chloride environments. In such cases,

anodic polarization generally exacerbates pitting corrosion.

Emeirstdine EmersJcline satt

+ 2HA

-2HA A- A

LsucEmeraldine Lsucemeraldine salt

Figure 1. Oxidized and reduced, acid and basic forms of polyaniline (PANI).

93
Results from Cogan and co-workers (22) question the 'oxide stabilization' model

with the observation that scribes primarily lead to the polarization of the coating

rather than the defect for polyaniline (PANI) coatings on Al 2024-T3. They

attributed the corrosion protection to the increase in the resistance of the

polarized PANI film.

An alternative mechanism considers that the ICP becomes polarized through

galvanic coupling to the base metal substrate at defects in the coating such that

the ICP releases an inhibiting anion (Figure 2) (1). As shown in Figure 2, both

cathodic reduction of the conducting polymer and ion exchange with cathodically

generated OH", or both, can lead to the release of the anion dopant. When the

anion dopant is a corrosion inhibitor, damage-responsive corrosion protection

occurs.

^.r2 O9 + HnO 20H

Figure 2. Schematic for a conducting polymer coating on a metal M that releases

a corrosion inhibitor and ion A- upon being galvanically coupled to a defect in the

coating (1).

Indeed, reports by Kinlen (23-25) et al. and deSouza (26) et al. have noted the

importance of a dopant anion as an inhibitor. Kinlen (24) et al. used a

phosphonate while deSouza et al. considered the inhibiting properties of

camphor sulfonate, a typical dopant anion. At a recent Research in Progress

(RIP) symposium sponsored by NACE, Tony Cook (27) also proposed the model

of inhibitor release by the ICP as the mode of corrosion protection. Additional

evidence from our laboratory reported recently (1) shows scribe inhibition by an

ICP coating doped with an organic oxygen reduction reaction (ORR) inhibitor

94
(Figure 3). An extensive review of corrosion protection by ICRs also recognized

the potential for an inhibitor-release mechanism (20,21).

While the original anodic protection model of DeBerry (18) operates for stainless

steel in non-chloride acidic solution, one must remain skeptical of this

mechanism for chloride rich environments where passivity typically does not

occur. A better explanation for this latter case appears to invoke the presence of

releasable dopants in the conducting polymers making ICRs clear candidates for

damage-responsive coatings.

Ur^doped ^^P®^

Figure 3. RANI coated Al 2024-T3 after 48 h of B117 salt fog exposure. The

region to the right was doped with an organic anionic corrosion inhibitor (27).

Drug Release

The development of damage-responsive coatings, particularly those having

properties for controlled release of a corrosion inhibitor can benefit from early

research focused on drug release. Among the first to consider conducting

polymers for this application was the University of Minnesota group of L.L. Miller

who with B. Zinger provided the first example of the application of conductive

polymers for the controlled release of biologically significant reagents. In 1984,

they demonstrated the controlled release of ferrocyanide and glutamate from

polypyrrole (28). Other anions that have been released under electrochemical

control from ICRs include salicylate (29), and adenosine 5'triphosphate

95
(ATP)(30,31 ). This work begs the question, why cannot the anions that typically

inhibit corrosion be incorporated as dopants in ICRs? Such anionic inhibitors

may include phosphate, phosphonate, borate and nitrite as well as organic ORR

anions.

Identification of Corrosion Inhibitors

Clearly protective coatings must release an effective inhibitor and provide a

sufficient barrier to the environment. Both must work in concert. Neither an

ideally hydrophobic coating that provides no protection for a defect nor a porous

material that releases an inhibitor while transmitting water and ions poses an

effective coating. Both of these requirements must be present. Electrochemical

impedance spectroscopy provides an effective means for assessing the barrier

properties of paints.

Recent work at Rockwell Scientific has led to a test that rapidly assesses the

release of ORR (oxygen reduction reaction) inhibitors. Clarke and McCreery (32)

showed that chromate functions primarily as an ORR inhibitor. Due to the fine

distribution of a catalytic Cu-rich secondary phase cathode, the ORR, even for a

scribed coated surface, remains critical to the corrosion of these alloys. For

example, a scribe in a coated alloy will contain both the cathodic intermetallic

sites where ORR occurs and anodic site of rapid dissolution. A coating that

releases an ORR inhibitor can slow the entire corrosion process by inhibiting the

cathodes that must reduce oxygen for the anodic dissolution to occur. Since the

cathodes represent about four percent of the total surface area, it makes more

sense to focus on an inhibitor that blocks the part of the corrosion reaction that

requires these dilute sites. Based on previous work by llevbare and Scully

(33,34), a Cu rotating disk electrode (RDE) placed at a precise location above

the coating can detect the release of an ORR inhibitor through a decrease in the

ORR current density. Even for ferrous materials in neutral aqueous

environments, ORR at defects in porous rust layers governs the corrosion rate in

a similar fashion (35).

The inhibition of the oxygen reduction reaction (ORR) may be expressed as the

ratio of ORR current, lo, without the presence of inhibitor to I, that in the

presence of the inhibitor. This ratio lo/l defines a particular ratio, R, when the

diffusion length, 5 (inversely proportional to the square root of the electrode

rotation rate) equals 1 micron, a dimension typical of the catalytic cathodic

phase.

Evaluation of solid corrosion inhibiting pigments in 1g/100 mL slurries of inhibiting

pigment are made through a determination of the ORR current for a Cu rotating

disk electrode (RDE) as a function of the inverse diffusion length in the absence

of the inhibitor, in the presence of the inhibitor and after Cu RDE has been

removed from the inhibitor slurry and placed back in a baseline inhibitor-free

96
electrolyte. From this data R may be calculated and the irreversibility of the

inhibition determined.

For example, Figure 4 shows the current density at a Cu RDE cathode biased to

-0.7 V vs Ag/AgCI in 5% NaCI as a function of the inverse diffusion length. The

data appear for the RDE in the presence and absence of strontium chromate.

Strontium chromate leaves an effective inhibition such that some suppression of

the current remains after the electrode is placed back in uninhibited electrolyte.

1 Strontium chrcrr^gte m 5% NaC

pH - 8.30

Cu RDE aros = O.207 crn2

E

mo - /

/

c

Q

41^

20Q -

/ /

Q

^ n * BOO 1000 ISOO

6^ (cm''')

Figure 4. Cathodic current density appears as a function of 1/5 for a Cu RDE in

5% NaCI for the following conditions: no inhibitor (+), 1g/100 mL strontium

chromate (•), RDE placed back in the baseline solution (°).

Often solid corrosion inhibiting pigments are formulated in paint. While the raw

inhibitor may provide good inhibition of the ORR as slurry, the paint formulation

may effectively deactivate the pigment by binding the releasable inhibitor too

strongly or the inhibitor release by the coating may be degraded by some other

means. The RDE assay for inhibitor release has evaluated release of an inhibitor

97
by flat panels using the test apparatus schematically shown in Figure 5. In this

case the Cu RDE cathode, biased at -0.7 V vs Ag/AgCI in 5% NaCI and rotated

at 2000 rpm, allows evaluation of lo/l. Prior to each coating evaluation, the Pt

electrode was polished using fine abrasive (0.3 |jm) and was electroplated at 30

mA/cm^ with copper (2.0 |jm thick) from a stirred copper pyrophosphate bath

(55°C). This provided a reproducible Cu RDE cathode. The cathode is positioned

at a reproducible distance (125 |um) from the coating surface using a linear motor

controller. Immediately prior to measurement of the oxygen reduction current at -

0.7 V vs. SCE, a cathode potential of -1.2 V was applied for sixty seconds to

remove any oxide from the copper surface. For coating evaluations, the oxygen

reduction current is typically measured after 1000 and 2000 seconds.

Cu RDE

Pt

Aux

Ref.

(SCE)

gap

calib.

specimen

Figure 5. Schematic for the Cu RDE evaluation for ORR inhibitor release from a

coating.

Figure 6 shows the current response for a freshly formed chromate conversion

coating on Al 2024-T3 and one that had been deactivated by thermal

degradation. The fresh coating released hexavalent chromium to suppress the

current at the Cu RDE cathode, but the deactivated coating provides no such

suppression.

98
-1.0x10"

-0.8

u -0.6

I

5

-0,2

p r

1 1 r— 1 1 T"

_ CCC Al 2024-T3,

Aiodrne 1 200s 5 min @ 38C, Cured ovsmight Cu RDE, 2000 rpm, 5% NaCI, L

-O.TVvs. Ag/AgCI

L i 1 1 1' 500 1000 1500 2000 Time, sec

2500 3000 3500

.1.0x10 IF

^.8 -

3.

c«Q

-0.6

-0.4

-0.2 -

0.0 k

T T T T T

CCC Al 2024-T3 Modine 1 200s 5 min @ 38C

cured overnight, then oven ci^ed aH 00 C for 24 hrs Cu ROE, 2000 rpm, S% NaCI. -0.7V vs. Ag/AgCI

„,i„, J. m mo nOO 2000 2500 Time (sec)

3000 3500

Figure 6. Cathodic current density vs time for a Cu RDE (2000 RPM, -0.7 V vs

Ag/AgCI) above chromate conversion coated Al 2024-T3. Tiie data on the right

are for coatings that had been thermally deactivated.

Summary

To summarize, 'smart' corrosion protective coatings have existed in the form of

chromate and lead-based primers and Zn-rich coatings. Such coatings provide

more than a barrier against corrosion. For technical and environmental reasons,

these traditional approaches will give way to new methods suggested by nanotechnology, conducting polymer chemistry and drug release concepts that allow

protective coatings to release corrosion inhibitors on demand. A key to exploiting

'smart' release of corrosion inhibitors from paints and coatings is a method for

evaluating the ability of a formulated and applied coating to release inhibitor. A

method for evaluating the release of oxygen reduction inhibitors from paints has

been developed and proven useful.

References

1. M. Kendig, M. Hon and L. Warren, Progr. In Org. Coatings, 47, 183

(2003).

2. H. A. Katzman, G. M. Malouf, R. Bauer, G. Stupian, Appl. Surf. Sci., 2,416

(1979)

3. M. Kendig, A. J. Davenport, H. S. Isaacs, Corros. Sci., 43,41 (1993).

4. J. Zhao, G. S. Frankel, R. McCreery, J. Electrochem. Soc, 145, 2258

(1998)

5. Xia, L; Akiyama, E; Frankel, G; McCreery, R, J. Electrochem. Soc, 147

(7), 2556-2562 (2000).

6. M. Kendig and R. Buchheit, Corrosion, 59(5), 379 (2003).

7. G. S. Frankel, J.Corros. Sci. and Engineering,Vol. 6, paper C028 (2003).

99
8. Jain F C; Rosato J J; Kalonia K S; Agarwala V S, Adhesives, Sealants, and

Coatings for Space and Harsh Environments. Conference Proceedings,

ACS, Colorado (1987).

9. Jain F C; Rosato J J; Kalonia K S; Agarwala V S, Corrosion, 1986

,

Volume: 42 , Number: 12 , Page: 700-707 (1986).

10. Voevodin et al. Surface & Coatings Technology, 140 (1): 24-28 ( 2001)

11. J. Osborne, Progress In Organic Coatings, 41 (4): 280-286(2001).

12. Bhatia, R. B.; Brinker, C.J.; Gupta, A.K.; Singh, A.K. Chemistry Of

Materials, 12 (8): 2434-2441 Aug 2000

13. E. Shouji and D. Buttry, Langmuir, 15, 669 (1999).

14. H. Yang and W. vanOoij, PLASMAS AND POLYMERS, 8 (4): 297-323

DEC 2003

15. Gallardo, J; Galliano, P; Duran, A Journal Of Sol-Gel Science And

Technology, 21 (1-2): 65-74 (2001).

16. F. Mansfeld, C. Hsu, Z Sun, D Ornek and t. Wood, Corrosion, 58(3) , 187

(2002).

17. G. Williams and H. N. McMurray, Electrochemical and Solid State Letters,

6(3), B9-B11 (2003).

18. D. DeBerry, J. Eiectrochem. Soc. 132, 1022 (1985)

19. B. Wessling, Materials and Corrosion, 47, 439 (1996).

20.Spinks, GM; Dominis, AJ; Wallace, GG; Tallman, DE, J. Solid State

Electrochemistry, , 6 (2): 85-100 (2002).

21.Spinks, GM; Dominis, AJ; Wallace, GG; Tallman, DE J. Solid State

Electrochemistry 5(1) (2001).

22. S. Cogan, M. Gilbert,G. Holleck, J. Ehrlich, M. Jillson, J. Eiectrochem.

Soc, 147(6), 2143 (2000).

23. Kinlen, PJ; Ding, Y; Silverman, DC, Corrosion, 58 (6): 490-497 (2002).

24. Kinlen, PJ; Menon, V; Ding, YW, J. Eiectrochem. Soc, 146 (10): 3690-

3695 (1999).

25. P. Kinlen, J. Liu , Y. Ding C. R. Graham, E.E. Remsen, Macromolecules,

31, 1735 (1998).

26. S. de Souza, J. Pereira, S. Cordoba de Torres, M. Temperini, R. Torresi,

Electrochemical and Solid State Letters, 4(8), B27 (2001).

27. A. Cook, Research in Progress, NACE, Corrosion 2002.

28. B. Zinger and L.L. Miller, J. Amer. Chem. Soc, 106,6861 (1984).

29. A. Chang, L. L. Miller, J. Electroanal. Chem., 247, 173 (1998).

30. M. Pyo and J. R. Reynolds, Chem. Mater., 8, 128 (1996).

31. J-M. Pernautand J. R. Reynolds, J. Phys. Chem. B, 104, 4080 (2000).

32. W. Clark, J. Ramsey, R. McCreery and J. Frankel, J. Eiectrochem. Soc,

149(5),B179 (2002).

33. G. O. Ilevbare and J. R. Scully, J. Eiectrochem. Soc, 148(5), B196 (2001).

34. G. O. Ilevbare and J. R. Scully, Corrosion, 57(2), 134 (2001).

35. F. Mansfeld, M. Kendig and W. Lorenz, J. Eiectrochem. Soc,132(2), 290

(1985).

100
Risk Assessment and Economic Considerations

When Coating Ballast Tanks

Kenneth B. Tator

KTA-Tator, Inc

115 Technology Drive

Pittsburgh, PA 15275

412-788-1300x830

ktator(5)kta.com

www.kta.com

Abstract

This paper will discuss the types of corrosion in ballast tanks, and areas within

ballast tanks most susceptible to corrosion. An overview of the requirements

regarding surveys and certification inspections will be outlined, and a coatings

risk assessment methodology will be presented. Some of the causes of coating

failure will be discussed, along with means to extend the life of shipboard

coatings. Finally, a brief estimation of costs of coating ships and ballast tanks in

new construction, and during maintenance and repair will be presented.

Introduction

Johnson [1] estimates the annual corrosion related cost to the U.S. marine

shipping industry to be $2.7 billion. This cost is divided into costs associated with

new construction ($1.12 billion), maintenance and repairs ($810 million), and

corrosion related down time ($785 million). There are 9,321 tankers and carriers

in service (oil tankers, chemical tankers, liquefied gas carriers, and ore carriers)

which constitute 10.8 percent of the world's ships. These ships have a gross

tonnage of 168,011,588 metric tons (185,200,000 tons), making up 34.8 percent

of the worlds total ships by tonnage. Lloyd [2] states a typical 250,000 tdw

double hull tanker has a total tank area of approximately 350,000 m^ and a

coated ballast tank area of over 200,000 m^. Using these figures, it is estimated

that the total ballast tank area in all tankers and carriers in service would exceed

135,000,000,000 m^.

The environment within ballast tanks has been impacted by changes from single

hull to double hull requirements resulting in a more severe corrosive

environment, and diminishment of coating service life. Classification inspections

have rigorous requirements regarding coating degradation, and the coating

condition within ballast tanks must be closely monitored. Costs of maintaining

101
coatings and controlling corrosion on ships and in ballast tanks is a major

expense, when both the costs of the recoating work, and associated down-time

are considered.

New coating materials must be developed, along with new application techniques

for those materials. Shipyards must be prepared to take the necessary amount

of time to do a high quality coating application job during new construction, and

anytime remedial coating work is done. The owners must recognize this need for

utmost quality, and understand that the additional monies spent up-front for a

better coating system will extend the service life of the coating and will be more

economical over the long run.

Corrosion Within Ballast Tanks

On March 24, 1989, the Exxon Valdez ran aground in Prince William Sound,

Alaska spilling 11 million gallons of crude oil. As a direct result, in 1990,

Congress passed the Oil Pollution Act, which among other things, required all new tankers operating within U.S. waters to have a double hull. The double hull

was used to insulate the cargo tanks from damage by providing both a primary

and secondary containment in order to minimize, or hopefully eliminate any

future spillage. The compartments within the double hull are used as water

ballast tanks.

Initially, ship owners anticipated corrosion rates to be similar to those

encountered in single hulled ballast tanks. It was known that repairs and steel

replacement would have to be performed after the third special survey when the

ship was 15 years old; however owners of the early double-hulled tankers found

significant corrosion and pitting at the first special survey after only 5 years [1].

The reasons for the accelerated corrosion accrue to the use of higher tensile

strength steels in the newer ships which allow for thinner plates that flex more

than the carbon steel plates used in the older tankers. Also, when a hot cargo,

such as crude oil loaded in the Middle East, Africa, South Pacific the Gulf Coast

and other high temperature regions, the cargo heats the ballast tanks. Without a

double hull, the cargo would be cooled by seawater on the opposite side of the

single hull. However, the double hull void space insulated the cargo, slowing its

cooling. Ballast tanks, even when empty, have water (and often silt) in their

bottoms, and condensing humidity throughout. The elevated temperature of the

cargo increases the rate of corrosion within the ballast tanks, doubling it for every

10°C increase in temperature. Thus if the average temperature of a ballast tank

is 20 °C warmer than previously, the corrosion rate would be quadrupled.

Cracking of paint due to brittleness or loss of flexibility with ageing is considered

a primary factor in corrosion damage to the steel structures of ship's hulls,

notably in seawater ballast tanks. This cracking is typically found in areas of

coating stress concentrations such as sharp angles, fillet welds, transitions

102
between structural details, weld toes, etc. Cracking is more severe for structural

details nnade of high strength steel than for normal strength steel. This cracking is

because thinner sheets of the high strength steel are used, and the lesser

thickness results in greater flexing when the vessel is underway in rough seas.

Lloyd [2] identifies areas of local areas of high stress in transverse web frames.

Areas of concern are at the end of brackets, toes and similar connections; ends

of spans; and connections between longitudinals and web frames. These areas

are depicted in Figure 1 below.

A - At end of brackets, toes suad sicnilaT

B - High shear stress at ends of span C - Local higli stresses at coQiiections l>etweei3 loogitii<iiixais and

wel> firame, particauLlaxly within area of wind and water levels

where both web and longitudinal exposed.

Figure 1: Schematic of longitudinal and web structural members in an oil tanker.

Lloyd also identifies areas of corrosion on the bottom plating of ballast tank steel.

Areas of heaviest steel loss occur adjacent to the cut-outs in longitudinals, and at

cut-outs of transverse web frames on the bottom deck plating. Moderate steel

loss areas cover most of the bottom deck plate steel, particularly where there is

opportunity for water flow through the cut-out areas. Pitting occurs on the

horizontal surfaces of most members. Vertical sections of web frames and

longitudinals are least affected by corrosion. These areas are depicted in Figure

2:

103
Figure 2: Areas of specific tank corrosion.

Causes of Coating Failures

Coatings fail for a number of reasons, but by far, the principal reasons for coating

failure are deficient surface preparation and insufficient coating thickness.

However, these application-related failures are readily observable and/or

detectable at the time of surface preparation and coating application. With a

conscientious paint contractor, and good independent inspection, surface

preparation and coating thickness deficiencies can be readily corrected.

Surface preparation in ballast tanks, both for new construction and maintenance

is difficult, time consuming and expensive. It is necessary to remove all impurities and old coating, and anything else that may interfere with adhesion

and performance of the ballast tank coating system. In new construction in the

104
U.S., the length of the ship construction sequence is usually long enough for rust

through and corrosion to commence through the pre-construction primer.

Moreover, the act of cutting, welding and general construction activity provides

for contamination of the pre-construction primer with weld spatter and oily

residues from weld fluxes and fumes. As most shipyards are close to the ocean,

salt deposits on the steel and coating are almost unavoidable. All these

contaminates must be removed in order for any coating applied to the steel, or

over a pre-construction primer to attain optimum service life. To enable coating

adhesion, not only must the surface be properly cleaned, but there should be

suitable surface roughness, or anchor pattern, to enable adequate adhesion of

the coating, particularly if there will be flexing or vibration of the steel substrate.

Application of each coat of the coating system must be done properly and to

sufficient thickness. When observing failures within ballast tanks, there is far

more corrosion on edges than there is on plate steel. Because all liquid applied

coatings draw thin over sharp edges and protruding irregularities, these areas

need to be stripe-coated. Paint "daubing" brushes, generally round, fine bristled

brushes that can hold a lot of paint are often used to stripe-coat rat holes, cutouts

and other irregularities in order to apply a greater paint thickness. Stripe-coating

is usually done after the first full spray coat has been applied to the blast-cleaned

steel, or over the pre-construction primer if it is not removed. Striping may be

done either before or after application of each subsequent coat of paint. The

"mechanical" action of the brush bristles working the paint into irregularities, and

displacing any remaining dust, dirt or debris from the surface is an important

factor in obtaining good adhesion. Also, where there are inside angles and

corners, pits and other recessed areas, the bristles of the brush work the paint

into the depressions much better than a spray application.

When the coating has been properly applied to a properly prepared surface,

stress in paint films is a major factor in coating failure, usually resulting in

cracking, peeling, or disbonding. Such stress occurs as a result of:

• Shrinkage due to chemical curing and cross linking of the epoxy

lattice. This linear shrinkage upon initial cure is relatively low for

bis-phenol A epoxies, usually about 0.6%. More highly cross linked

novolacs and cresols that are becoming increasingly common have

a much higher shrinkage rate.

• After-shrinkage due to migration and loss of low-molecular

components from the coating film. Migrating low molecular weight

plasticizers are particularly responsible for this, particularly if the

coating is exposed to elevated temperatures.

• Environmental impacts (mainly chemical degradation but also

stress). Oxidation and degradation of the paint film caused by

reactions with air; cyclical water up-take and drying; and hydrostatic

pressures and flexing due to ballasting and deballasting.

105
• strain in the steel substrate, particularly increased flexing as a

result of the use of thinner plate sections of high yield strength

steel.

• Mechanical impacts such as direct and reverse impact from use of

heavy loading equipment, or tool impacts.

• Loss of entrapped solvents that did not volatilize while the coating

was drying due to low application or curing temperatures.

Mills [3] has seen osmotic activity in the "anode" areas of welding heat-affected

zones within ballast tanks. Here the weld metal is cathodic to the adjacent heat

affected zone of the steel plate. These areas may not be able to be cleaned as

well, and may also be hardened by the heat. Blistering may form over the heataffected zone adjacent to the weld. The coating over the weld remains

unblistered, with good adhesion.

Mills also does not recommend the installation of anodes in newly fabricated

ballast tanks, although he recommends the installation of anode brackets for later

anode installation when coating breakdown warrants their use. Anodes are only

operative when the ballast tank is filled. When the tanks are empty, the anodes

cannot function. Anodes and zinc holding shop primers do not go well together.

Zinc is amphoteric (soluble in both low and high pH solutions) and dissolves in

the high pH solutions that develop upon reduction of oxygen (at the cathode).

While corrosion of steel does not occur due to the high pH, the dissolved zinc

forms tetra hydroxyl zincate ions [Zn (0H)4"]. These ions drive the osmotic

destruction (blistering) of the coating as any ionic contamination will do.

Of course, all of this presumes that the proper coating system for the ballast tank

environment is chosen and applied correctly. An unsuitable system, no matter

how well applied, will fail and an excellent coating system poorly applied may fail

even faster.

Survevs and Certification Inspections

The International Association of Classification Societies (lACS) document

"Requirements concerning Survey and Certification" [4] rev 2004 is a 402 page

document consisting of 27 sections covering hull and classification surveys of oil

tankers, bulk carriers, chemical tankers, double hulled oil tankers, double side

skin bulk carriers and general dry cargo ships, and other marine vessels,

machinery, hatch covers and coamings, propeller and shaft tubing and other

features critical to marine vessels.

Hull Classification Surveys (Special surveys) must be carried out every five years

to renew the Class Certification. The scope of the survey is to ensure that "...the

ship is fit for its intended purpose for the next 5 year class period, subject to

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proper maintenance and operation and the periodical surveys being carried out

at the due dates" (2.2.1 page Z7-3).

Some relevant definitions are as follows (from pages Z7-2 and Z7-4):

1.2.5 Suspect areas are locations showing Substantial Corrosion and/or are

considered by the Surveyor to be prone to rapid wastage.

1.2.6 Substantial Corrosion is an extent of corrosion such that assessment of

corrosion pattern indicated a wastage in excess of 75 percent of allowable

margins, but within acceptable limits.

1.2.7 Protective Coatings are to usually be epoxy coating or equivalent. Other

coating systems may be considered acceptable as alternatives provided that they

are applied and maintained in compliance with the manufacturer's specification.

1 .2.8 Coating Condition is defined as follows:

GOOD-condition with only minor spot rusting

FAIR -condition with local breakdown at edges of stiffeners and weld

connections, light rusting over 20 percent or more of areas under consideration,

but less than defined for POOR condition. POOR-condition with general

breakdown of coating every 20 percent or more of areas or hard scale at 10

percent or more of areas under consideration.

NOTE: The definition of "Good", "Fair" and "Poor" is under review at the time of

this writing. The cut off for annual inspection may soon be FAIR (or "NOT

GOOD) as opposed to POOR as in the past.

The bottom limit of GOOD may be interpreted to be:

General coating breakdown less than 3 percent

Edge and weld coating breakdown less than 20 percent

This limit is for the ship's life. This means that a greater coating breakdown than

3 percent (in 20 or even 25 years) will cause problems!!

2.2.7 For spaces used for salt water ballast, excluding double bottom tanks, if there is no protective coating, soft coating or POOR protective coating condition

and it is not renewed, maintenance of class is to be subject to spaces in question

being internally examined at annual intervals. Waiver of internal examination at

annual intervals for tanks of 12 m^ or less in size, with soft coating, may be

considered.

2.2.8 When such conditions are found in salt water ballast double bottom tanks,

maintenance of class may be subject to the spaces in question being internally

examined at annual intervals.

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2.2. 11 Thickness measurements are to be carried out in accordance with Table 1 "Minimum Requirements for Thickness Measurements at Special Surveys" (not

included in this paper). Additionally, any part of the vessel where wastage is

evident or suspect, the Surveyor may require thickness measurements in order

to ascertain the actual thickness of the material.

2.2.12 When thickness measurements indicate Substantial Corrosion, the

number of thickness measurements is to be increased to determine the extent of

Substantial Corrosion. Table 2 (below) may be used as guidance for additional

thickness measurements.

Table 2: GUIDANCE FOR ADDITIONAL THICKNESS MEASUREMENTS IN

WAY OF SUBSTANTIAL CORROSION

STRUCTURAL

MEMBER

EXTENT OF MEASUREMENT PATTERN OF

MEASURMENT

Plating Support areas and adjacent

plates

5 point pattern over 1 square meter

Stiffeners Suspect area 3 measurements each

in line across web and

flange

4. Intermediate Survey

4.1 Schedule-The intermediate survey is to be carried out at or between the

second and third Annual Survey.

4.2.1 The scope of the second or third Annual Survey is to be extended to

include the following:

4.2.1 .1 For vessels over five years of age, a general, internal examination of

representatives spaces used for salt water ballast is to be carried out. If there is

no protective coating, soft coating, or POOR coating condition, the examination is

to be extended to other ballast spaces of the same type.

4.2.1 .2 For vessels over ten years of age, a general, internal examination of all

spaces used for salt water ballast is to be carried out.

4.2.3 For spaces used for salt water ballast, excluding double bottom tanks, if there is no protective coating, soft coating or POOR protective coating condition

and it is not renewed, maintenance of class is to be subject to spaces in question

being internally examined at annual intervals. Waiver of internal examination at

annual intervals for tanks of 12 m^ or less in size, with soft coating, may be

considered.

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In summary, ballast tank coatings are subject to rigorous inspections that

increase both in scope and frequency even if the coating condition is satisfactory

(good or fair).

Risk

The identification of hazards and prioritization of risk is essential to a successful

risk management program. What are hazards? A hazard has the potential to

cause harm or damage. What is risk? Risk is a combination of the likelihood of

the hazard happening, and the consequence of that happening. In order to

assign risk, the hazard has to be identified, its probability estimated, and the

consequence assessed. API [5] has developed a matrix for a risk-based index

(RBI) shown in Figure 3:

ABODE

CONSEQUENCE CATEGORY

Figure 3: Risk based index (RBI) matrix.

As can be seen, the Risk is assigned into categories of 'high', 'medium' and 'low'

based upon their likelihood of occurrence and consequence. This enables a

prioritization of Risk, and the risk assessment methodology to inspect, evaluate

and control it (described in outline form below).

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Risk Assessment Methodology

Risk Assessment is subset of a corporation's overall policy and procedure for

proactively managing a facility for health and safety issues. The steps necessary

to establishing a successful Risk Management Policy, adapted from Capcis [6]

are outlined as follows:

1. Establish the Corporate Policy-upper management must decide what

their tolerance/position is for a given risk. It is essential that upper

management "buys-into" whatever policy is decided upon, for

implementation will require time and money.

2. Convene an Organization/Staff-individuals who are knowledgeable,

concerned and involved must be assigned, and their supervisors must

concur that appropriate time and effort can be delegated to risk

management.

3. Planning and Setting Standards-planning is based upon long-term

strategies and objectives (as developed in step 1). The planning needs

to develop a systematic means to accomplish the strategy as

measured by the objectives. Standards need to be established,

usually based upon company guidelines, industry standards, and

governmental requirements. There needs to be an acceptance

criterion, which will be used to measure performance against the

standards. The acceptance criteria need to be realistic, measurable

and achievable.

4. Performance Measurement-inspections, surveillance and observations,

in a systematic fashion, as developed in Step 3 needs to be done in

order to establish conformance with the acceptance criteria that has

been established. This step can be very time consuming, and require

a lot of documentation that will need summation and analysis in order

to determine whether progress is being made toward proper

management and control of risks. Two types of monitoring systems

are used: Active Monitoring (checks and inspections) on an on-going

basis to assess conformance with the acceptance criteria; and

Reactive Monitoring, or "after failure-post mortem" examinations to

determine what went wrong, and how to avoid a repeat of the problem.

5. Audit and Review-the performance measurements outlined in Step 4

must be assessed to determine if the acceptance criteria have been

met and management of risk has been successful. The process needs

to be audited and updated on a periodic basis to remedy problems in

the process that may make it less effective.

110
Means to Extend Coating Life

Because of the problems described above, there is concern regarding the

longevity of ballast tank coatings and the high costs of repair/replacement. A

number if diversified ship owners have expressed concern and made

recommendations regarding their approach to resolve the longevity problem.

Eliasson and Mills [7] conclude the most appropriate time to fully and properly

coat ballast tanks is at the new construction stage. They contend that presently

used fast curing and low temperature coating systems are not sufficient, and

challenge the coating manufacturers to develop new long lasting coatings

possibly based upon hot amine cured 100 percent novolac epoxy resins. They

also suggest an application sequence that should allow shipyards a faster

throughput.

Webb, Brinkerhoff, Rice and Bizol [8] describe the U.S. Navy's use of high solids

coatings and plural spray equipment to reduce preservation costs and the

adverse effects of painting operations on the environment. The U.S. Navy

advocates the use of new "edge retentive" coatings that build to higher

thicknesses on sharp edges and protrusions than conventional epoxies. These

new materials have a short pot life and/or require heating. Accordingly, plural

component spray (where the coating components are proportioned and mixed

either immediately before the spray gun, or by impingement during spray

application) must be used.

Shell International Trading and Shipping Company Ltd. [9] provides an overview

of Tank Structural Co-Operative Forum (TSCF) guidelines for a 10, 15 and 25-

year system specification. All systems require initial surface preparation to Sa

2/4 (near-white blast cleaning) with a 30-75 micron profile. Soluble salts are

limited to 30 mg/m^. A pre-construction ethyl-zinc silicate primer is specified.

• For the ten year system, Preparation grade PI, one pass edge grinding,

Sa 1 (brush-off blast cleaning) removal of 30 percent of the preconstruction primer, and Sa 2/4 at damaged areas and welds is required,

followed by 250 micron minimum dry film thickness of a light colored

epoxy applied in a minimum of one full stripe coat and two full spray coats.

• For the fifteen year system. Preparation grade P2, three pass edge

grinding, and Sa 2 (commercial blast cleaning) removal of 70 percent of

the intact pre-construction primer, and Sa 2V2 at damaged areas and

welds is required, followed by 300 microns minimum of a light colored

epoxy applied in 2 full stripe coats and two full spray coats.

• The twenty-five year system requires Preparation grade P2, edge grinding

to radius and Sa 2 Vz removal of the pre-construction primer. Application of

a light colored epoxy to 350 microns minimum in three full stripe coats and

three full spray coats is required.

Ill
The Naval Surface Warfare Center, Carderock Division [10] is currently

investigating the following methods and materials for ship preservation:

• Improved high solids epoxies

• Thermoplastics and powder coatings

• Composite materials

• Thermal-sprayed aluminum

• Ultra-violet (UV) cured coatings

• 100% solids-high build coating systems

There are a number of interesting possibilities for improvement of coating

systems and application methodologies to improve ballast tank coating service

life, reduce costs and minimize environmental impact.

Costs of Coating

Johnson [1] estimates that for new ship construction, the coat for coating most

ships is seven percent of the total cost of the ship. This, however, includes all

coatings, not just ballast tank coatings. While the cost to apply a proper coating

is expensive, it was four to fourteen times more expensive to replace corroded

steel than to apply a coating during construction, and maintain that coating. The

cost of coating oil tankers was estimated higher, at ten percent of the ship's

construction cost. This is because better coatings are required due to the

presence of hydrogen sulfide in crude oil. Johnson also estimated the annual

repair and maintenance costs, including down time, for corrosion protection

(mostly coatings, but also all other forms of corrosion protection such as anodes,

metal replacement, etc.), for ships classified as follows:

• Oil Tankers $340,000

• Chemical Tankers $440,000

• Bulk Dry Carriers $106,000

• Cargo Roll-on/Roll-off $123,000

Johnson further estimates the costs of solvent-free epoxies to be, on average,

$6.60 per square meter, compared to coal tar epoxies and solvent-borne epoxies

that cost, on average $1.80 and $2.80 per square meter respectively. For the

amount of coating needed to coat a ship, it is approximately $150,000 more

expensive to use a solvent-free epoxy over coal tar epoxy, and $120,000 more

expensive than use of a solvent borne epoxy. However, he states that the

additional $150,000 spent during construction can pay major dividends during the

operational life of the ship. If the cheaper coal tar epoxy coating is used during

construction, the coating will have to be reapplied two or three times over the

estimated twenty-five year life of the tanker. To perform the re-coating, the tanks

112
would first have to be cleaned and grit blasted before the coating is applied. The

total cost of such a job on a large tanker would be approximately $3 million.

Eliasson and Mills [7] state that "to recoat a double skin Very Large Crude oil

Carrier (VLCC=2 million barrels=280,000 tons) with 250,000 m^ in the ballast

tanks would take 250 days and cost about $20 million" including down time.

Webb, Brinckerhoff, Rice, and Bizol [8] state that the high-solids coating

materials used in their study cost typically $38/gallon compared with roughly $20

/ gallon for solvent borne epoxies. Waste disposal costs at one naval facility

were $0.12 per pound for solidified epoxy waste, and $1 /pound for solvent

bearing waste. Overall, the one-time application costs of the high-solids epoxy

paint system, with an estimated service life of twenty years, increased from

approximately $5.70 to approximately $6.25 per square foot ($62 to $69 per

square meter) exclusive of labor, or approximately ten percent over the cost of

applying a conventional epoxy polyamide system.

In summary, new coating materials must be developed, along with new

application techniques for those materials. Shipyards must be prepared to take

the necessary amount of time to do a high quality coating application job during

new construction, and anytime remedial coating work is done. The owners must

recognize this need for utmost quality and timely maintenance, and understand

that the additional monies spent up-front for a better coating system will extend

the service life of the coating and will be more economical over the long run.

Acknowledgment

The author is indebted to his good friends Johnny Eliasson, Materials Protection

Project Manager for Stolt-Nielsen Transportation Group B.V., Schiedam,

Netherlands; and Dr. George Mills of George Mills & Associates International,

Inc., Houston TX for their assistance and timely review with pointed constructive

comments during the preparation of this paper.

References

1. Joshua T. Johnson; "Cost of Corrosion"; Appendix O "Ships"; US

Department of Transportation, Federal Highway Administration Report

FHWA-RD-01-156; 2001; www.corrosioncost.com . 2. Germanischer Lloyd; "Presentation of the 1997 TSCF Guidance Manual

for Tanker Structures" Tanker Structure Co-Operative Forum; 2000

Shipbuilders Meeting, Tokyo, October 2000.

3. George Mills; personal e-mail communication, February 23, 2004

113
4. "Requirements Concerning Survey and Classification"; International

Association of Classification Societies; lACS, 5 Old Queen Street, London,

SW1H 9JA, UK.

5. American Petroleum Institute Recommended Practice RP 580 "Application

of Risk-based Inspection Methodology in the Production and

Petrochemical Industry"; American Petroleum Institute • 1220 L Street,

NW, Washington, DC 20005-4070.

6. Capis Limited; J. Dawson, K. Bruce, D. G. John; "Corrosion Risk

Assessment and Safety Management for Offshore Processing Facilities"

Offshore Technology Report 1999/064; Capis House, 1 Echo Street, Ml

7DP United Kingdom.

7. Johnny Eliasson, George Mills; "Future Cargo and Ballast Tank Lining for

Ship Tanks-Forward Looking Technology"; SSPC 2003, New Orleans,

LA.; SSPC: The Society for Protective Coatings, Pittsburgh, PA 15222.

8. Arthur A. Webb, Beau Brinckerhoff, Lee Rice, Paul Bizol "Reducing Navy

Fleet Maintenance Costs with High-Solids Coatings and PluralComponent Spray Equipment"; "Journal of Protective Coatings and

Linings"; Pittsburgh, PA. 15203; March 2003, pages 54-63.

9. Shell International Trading and Shipping Company Ltd. "Ballast Tanks-An

Overview of the TSCF Guidelines for Ballast Tank Coating Systems and

Surface Preparation"; Tanker Structure Co-Operative Forum; 2000

Shipbuilders Meeting, Tokyo, October 2000.

10. Naval Surface Warfare Center, Carderock Division; www.dt.navv.mil

114
Decision IVIaking in Coating Selection in IVIarine/Offshore Environments

Kirk Brownlee Kirk Brownlee

Staff Consultant

Stress Engineering Services, Inc.

Houston, TX

281/955-2900

kirk.brownlee@stress.com

http://www.stress.com

Charlie Speed

Materials/lnspection/Corrosion Consultant

Ammonite Corrosion Engineering

New Orleans. LA

504/400-7878

CharlieSpeed7878@msn.com

www.ammonitecorroison.com

Raleigh Whitehead

Carboline

St Louis, MO

Introduction

Given tine myriad of possible choices, selecting a coating system to protect an

offshore structure, a marine pipeline, or a ship from corrosion damage is a

difficult decision. Selection includes a number of coating systems, which address

many different components from structural components, piping systems, static

pressure equipment (tanks and vessels), power systems (compressors and

pumps) and a multitude of instrumentation and electrical infrastructures.

In order to make a practical, cost-effective recommendation, the selector must

solicit and synthesize input from multiple sources, many of which have competing

economic agendas. He/she must consider the coating's basic function, i.e.,

corrosion protection, aesthetics, etc., as well as technical subjects such as the

coating's compatibility with the service environment, the coating's physical and

mechanical properties, and accessibility to the structure in time and space,

115
environmental factors, and life-cycle costs. Additionally, he/she must consider

whether the substrate to be protected is new, previously coated, or corroded.

Since no one protective coating is suitable for all potential applications, selection

of a coating for a particular application always means balancing economic and

technical considerations to achieve a solution, i.e., coating selection is a

compromise.

Despite these difficulties and the importance of coating selection to the long-term

integrity of offshore installations, coating selection is often carried out by nonspecialists who use largely subjective and undocumented procedures.

Misapplication may result in poor coating performance, premature failures,

increased life-cycle costs, and missed business opportunities. The authors of

this paper attempt to provide some basic approaches to coating system

selection. Selection is a dynamic process, and one should always seek a better

approach-looking for the best way of selecting a coating system that works for

new construction and maintenance coating projects for any equipment whether a

marine vessel, floating production facility, fixed or floating platform or simple

pipeline.

The Cost of Corrosion

Therefore, let's first look at the cost of corrosion before moving on to decision

making and the technical and economic factors that affect coating selection.

Various estimates exist with respect to the cost of corrosion. Cost tracking

include the following:

1950s -UK $1.25 billion

1980 -USA $5.5 billion

Approximately 4% of USA GNP ($276B)

Approximately 40 million gallons of high-performance paints were sold in 1979.

The offshore structures protected by these coatings largely represent the world's

oil and gas production and transportation facilities, the value of which are

increasing at a rapid rate, making good coating selection a necessity rather than

a luxury.

The cost of poorly made coating selection is often high. Looking at how coating

selections are typically made, justifies the need for an improved approach.

The Decision-Making Process

The following are typical answers received when one asks how to make coating

selections:

116
• Use what we always use

• Do what others are doing in the same or similar industries and perhaps

change when others apply the applications (Always be safe and second)

• Use what is dictated by global purchasing agreement

• Use what the supplier/manufacturer recommends

• Use lowest price coating

• React to failures and rumors or failures

Contrasting and comparing these coating-selection methodologies with some

classical decision making techniques begins the process selection and is another

step forward, in his book "The Art of Making Decisions", Wire Assessing reviews

typical ways that people make decisions:

Pray/ask fortune tellers

Dictatorial/Monarchial

Egotistical

Delegate to Subordinates

Pass the Buck

Rely on Gut Feelings

Postpone

By Consensus

Follow Tradition/Superstition/Established Rules

Pattern Recognition

Gambling

Heuristics

Mathematical Decision Analysis

The methods used run the gamut from humorous to serious and from simple to

highly complex. However, as shown in the table below, in the final analysis the

decision-making process used in making technical decisions does not differ

much from the methods used everyday in making non-technical decisions.

Is there a better way? Yes, there is a better way. How complex does the process

need be to be judged useful and successful? Is there a way to calibrate or validate our decisions? The level of complexity required in the decision-making

process depends on the context of the decision. The level of "calibration" or

validation required of a particular decision depends on the overall level of risk.

117
Table 1 Decision IVlaking Comparison

Pray/Ask Fortune Tellers Supplier/Expert Recommendations

Dictatorial/Monarchical Global Purchasing Agreements

Traditional/Established Rules Use What We Always Used

Gut Feelings/Gamble Change for the Sake of Price or

Convenience

Delegate Follow Lead of Others/Consultants

One way to judge the necessary level of complexity is to consider the context of

the decision, which may run from the mundane to extremely challenging or one

from where there are no major stakeholder implications to one where society

itself has a stake in the outcome. Obviously, the level of validation and

calibration required of any coating decision needs to be matched with the context

of the decision. Whereas simple comparison to existing codes and standards

may be acceptable for low-level decisions, decisions that involve high levels of

uncertainty, trade offs of risk, or possible safety implications may include reviews

and benchmarking or consultation with external stakeholders (government,

regulators, etc.).

While the information and guidance below helps, it doesn't really tell one how to

make a decision. The following information was taken from the UK Offshore

Operator Association (UKOOA) Decision Process. Everyone wants to make

"good decisions" Understanding decision-making processes and characteristics

of good decisions will prove to be a valuable tool when making coating

selections.

118
Table 2. Decision Making Process

Means of Calibration Decision Content Type

Low

Codes and Standard • Nothing unusual

• Well understood risks

• Established practice

Best Practices • No major stakeholder

implications

Engineering Judgment

Medium

• Life-cycle implications

Risk Based Analysis • Some risks tradeoffs/risk

transfers

• Some uncertainty or deviation

Verification from standard or best practice

• Significant economic

implications

Peer Review

High

• Very novel of challenging

Benchmarking • Strong stakeholder view and

perception

• Significant risks tradeoffs/risk

Company Values transfers

Internal Stakeholders • Large uncertainties

• Perceived lowering of safety

Social Values standards

External Stakeholder

Decision Making Process is illustrated below by the United Kingdom Offshore

Operators Association (UKOOA) Decision Process

119
Significance to Decision

Making Process

Means of Calibration

Codes and Standards

Verification

Peer Review

Benchmarking

Internal Stakeholder

Consultation

External Stakeholder

Consultation

Codes & Standards

Societal Values

Decision Context Type

Nothing new or unusual

A Well understood risks Established practice

No major stakeholder implications

B

Lifecycle implications

Some risk trade-offs/ transfers Some uncertainty or deviation from

standard or best practice

Significant economic implications

Very novel or challenging

C Strong stakeholder views and

perceptions

Significant risk trade-offs or risk transfer Large uncertainties

Perceived lowering of safety

standards

Figure 1. UKOOA Decision Process

Basic Decision Making Process

The Decision making process requires a consistent, transparent and well-defined

process.

1 . Study the problem and clearly define the objective(s)

2. Identify relevant criteria and define prerequisites (limiting prerequisites)

3. Extract (identify) all obligatory criteria

4. Creatively identify all available candidates that meet all prerequisites

5. Gather information on candidates and identify additional criteria

6. Assign weights to the obligatory criteria

7. Rank candidates

8. Take Action

9. Review Results (critical to effective corrosion control programs)

Good Decisions are the objective of every organization. Good decisions are:

Made with an objective in mind

Based as much as possible on relevant criteria and factual

information about candidates (rather than subjective judgments),

120
Flexible (subject to change based on better quality information or new criteria),

Aligned with applicable laws, regulations and policies, and

Made with informed consent of stakeholders

We mentioned criteria and candidates; what do these terms mean? Criteria are

specific characteristics of the candidates, and candidates are possible solutions

to the problem,

Criteria come in three flavors:

Prerequisites (for candidate selection)

Obligatory criteria (must have features)

Desirable criteria (nice-to-have features)

Criteria receive weight in the ranking of candidates, which must meet obligatory

criteria and prerequisites and which may exhibit other desirable characteristics

How does one weigh the criteria?

Weighing the Criteria can be performed in various ways. Two methods are:

(1) A distribution technique where 100 percent is distributed among the criteria

and a (2) scaling technique where each criteria is assigned a number or points

indicating preference (1 = low preference; normalize on total points, then

multiplied by 100 to get percent). The Table below illustrates a method used by

Shell Offshore in 1996. Qualitative words such as low, medium, high can be used

to represent preferences.

How does one rank the candidates?

Ranking Candidates can be performed by using a Matrix method, which is the

most common technique used by businesses for making decisions. Other

methods abound such as: Pair wise Comparison; Pros & Cons;

Piuses/Minuses/Implications (PMI) and Force Field Analysis. The point is to

choose one and stick with it as long as it provides transparency and reliable

rankings that prove out by experience.

121
Table 3. Coating Manufacturer Appraisal Summary Sheet (Shell/Estis, 1996)

Coating

Manufacturer A B C D E TOTAL

12

3

4

5

6

Recommendation Levels should be established near 70 percent minimum for

total weighted performance method

Ratings by: -

A = Human Resources

B = Manufacturer

C = Technical Data

D = Practical Data (Experience)

E = Field Application

Note. Details concerning each of the above Criteria A through E were published

for the 1996 New Orleans Offshore Corrosion Conference.

Changes That Could Appiv Decision Making Process

There are numerous opportunities to apply the decision making process within a

single-coatings project. Besides the basic process decisions such as the ones

below may be evaluated.

Dry Abrasive versus Water Jetting (WJ) - WJ reduces dust, is faster, yet

expensive, many different WJ systems with abrasive blasting capabilities are

coming on market and are being captured by NACE and other standards.

Solvent to Solvent Free or Waterborne. Waterborne coatings have been

around for some time, yet are not considered as a standard coating system.

Solvent-free coatings have also been on the market for some time.

Plural Component Applications Such As Polvurethane. Polvurea Or

Polyaspartics. Plural components (mixed at the gun) are an opportunity to

apply highly resistant coating technology

122
Traditional Epoxy/Polyurethane to Polysiloxanes (3 coats vs. 2 coats).

Polysiloxanes have a number of benefits (resilience and gloss retention)

besides requiring only two coats

Use of Surface Tolerant Coatings. Surface tolerant coating systems are

being used by the mature offshore maintenance industry. Two-coat systems

are being utilized based on short-life cycle requirements (or maybe just to

reduce expenses).

Single-Coat Zinc Versus Multicoated Systems. Single-coat zinc is well

known to give long-life protection if properly applied and remains a good

candidate coating because they are often used when the fabricator does not

have time to apply multi-coat systems. Zinc has demonstrated a good

record of accomplishment when properly applied. The good record of

accomplishment in the Offshore Australia offshore and bridge maintenance

industry has been documented (Alex S 1992).

Single-Coat Glass Filled Polyester Glass-Filled Polyester (GFP) is another

coating system used in the offshore oil and gas industry (Corrosion 2004

#009, Tiong).

Conventional Vs. Airless. In the Gulf of Mexico maintenance programs (onestep trigger to two-step trigger gun spay mode) has long been an area that

does not use airless possibly due to contractor driven practices.

Conventional Spray Coating to Metallizing. The use of Thermospray

technology needs industry to make a greater effort to use and evaluate it with respect to life-cycle economics (Tiong, 2004).

Considerations in Coating Selection

Now that we know what makes a good decision; how to make one and have a list of potential opportunities some basic considerations and criteria for selection of

coatings for offshore applications can be reviewed.

Prereguisites for Offshore Coatings

There are a number of prerequisites for selecting offshore coatings. Primary

considerations include using the coating systems recommended by the supplier

or the manufacturer for the appropriate application; ease of application provided

by the supplier and the application contractor. Ensuring that the system used will

123
be maintainable over the required life of the facility. In addition, most important

consideration is that the result will be a high performance/cost ratio over the life

of the asset.

Coating Selection Criteria for Offshore Service

Obligatory Criteria

Obligatory criteria listed below are considered the major factors affecting coating

performance

Resistant to service environment

Meets applicable regulatory requirements

Compatible with substrate and surface preparation

Compatible with available application techniques

Compatible with cathodic protection

Desirable Criteria

Desirable Criteria listed below many be considered necessary to project success

• Costs required to achieve effective protection

o Low first cost

o Low life-cycle cost

• Duration of effective protection

• Others

Suppliers and Manufacturers Input and Experience

Suppliers and coating manufactures are invaluable sources for coatings

information. Although it must be understood that the information provided is not

exhaustive. Previous experience and success can be much more important to

evaluate. Short-term laboratory testing and on-site tests in accordance with

ASTM D5064 or other specification will improve the end product should schedule

and budget allow.

Ease of Application

The ability to apply coating with available equipment and level of operator

experience can be important criterion. The level of inspection required to avoid

excess/insufficient dry film thickness (DFT) at "hard to coat" areas, cavities, weld

toes, re-entrant angles, and edges and curing and recoat time requirement

124
makes inspection another desirable criteria. Using new coating systems or

application equipment will make the ease of application of the coating a key

performance indicator. Special equipment will require special personnel or

special training.

Maintainability

Coating system selection should include answering the questions," Who will

perform the maintenance coating? Plant personnel? Contractors? How often is

maintenance likely to be required? What is the tolerance of coating to installation

damage? With longer life cycle performance maintenance coating and

equipment integrity improves; however, when looking at the inspection, repair

and maintenance record of accomplishment it has been found that the condition

projects are delivered in are the root cause of coating and corrosion related

equipment failure.

Maintenance coating must be addressed much like other preventativemaintenance practices. There must be a commitment schedule and a clear

application scope. One needs to have a commitment from financial and human

resources to do the work. The work must be manageable addressing zones of

failure rather than isolated spots. The program that puts together a good paint

crew and keeps it working reduces the dollar per square foot cost and results in a

longer performing corrosion barrier. Many offshore operators have learned that

keeping one or more good paint crews working all year round produces the most

efficient results.

Cost

When looking at the cost of a coating system, one must consider performance.

Comparisons must be normalized on an equal basis. Generic type of coating,

solids content and various other properties must be compared. Again, cost is

less important than performance in most instances.

Service Environment

All the various service environments and any future changes must be

considered. These variables include:

• Temperature extremes and thermal cycling

• Relative humidity

125
• Immersion, wet/dry cycling, or dry

• Redox potential of environment

• pH extremes

• Potential for solvent, chemical, cargo or operations exposure

• Potential for UV exposure

• Potential for mechanical impact/abrasion damage

• Marine organisms

Regulatory Requirements

Regulatory requirements include the amount of volatile organic compounds

(VOCs) that may be emitted to the atmosphere during application and curing are

becoming more and more restricted. Regulations may vary by locality. Low-VOC

coatings are becoming more available, but they are generally less effective than

older high-VOC formulations, and selectors must consider the performance

differences when making the final selection or recommendations. Hazardous Air

Pollutants (HAPs) regulations is also a consideration.

Substrate Compatibility

Coating selections for new construction and maintenance painting must be

compatible with the substrate over which they will be applied. Will new coating be

applied over existing coating or bare metal? Will the substrate be new steel,

rusted steel, and/or pitted steel?

What level of surface preparation can be achieved reliably with respect to the

condition of the substrate and the recommended primer coating? Climate

conditions must to noted (temperature, relative humidity, wind). With today's

computer databases, this type of information may be much better predicted. The

degree of tolerance of coating to surface preparation irregularities is also

considered.

Application Alternatives

Application including access requirements and surface preparation represents

the majority of installed costs for most coating systems. The Selector should

consider all feasible access scenarios and abrasive blasting practices evaluating

applications alternatives, including brush, roller, and various spray applications.

Final coating selection may depend more on regulatory requirements, control of

overspray, etc. than on technical performance factors. Tough application

126
requirements around edges, fasteners, flange connections, welds require major

consideration and attention.

Cathodic Protection

Combining Cathodic Protection (CP) with a protective coating is generally

believed to be the best method for protecting submerged structures. Sykes, at

the 1999 New Orleans Offshore Corrosion Conference demonstrated that the

corrosion rate of an unprotected insulated twelve-inch tubular member exhibited

14 mils per year (mpy) corrosion rate versus less than two mpy for a member

attached to the offshore structure and cathodically protected.

Corrosion Rate (mpy!

Insulated -^l^lded

Figure 2. Corrosion rate as a function of elevation of 12 inch tubular members

electrically coupled to offshore platform structure.

127
CP system design and coating selection must be compatible if the structure is to

reach and possibly exceed its design life. Compatibility can be achieved through

effective communications between coating selectors and CP system designers.

Robust CP system designs can offset less than optimal coating selections and

vice-versa. However, too robust a CP system may cause cathodic disbondment

and other problems with an otherwise suitable coating system. Thick coatings for

thermal insulation may hinder (shield) effective CP of critical surfaces.

Costs of Protection

The cost of effective corrosion protection by protective coatings can come from a

number of cost drivers. Cost of materials (paint and abrasives); labor costs for

surface preparation and application, equipment and access costs (scaffolding,

rigging) are the major items. Transportation (mob/demob) costs in an offshore

environment can also be a high-ticket item.

Downtime costs due to weather or operational and construction activity conflicts;

although, out of the control of the coating profession can be reduced by good

practices utilizing downtime to perform the many other necessary work tasks

such as equipment maintenance, housekeeping, and training activities. Other

costs due to regulatory compliance, overhead costs for project management,

inspection and cost estimation are required to provide a high performance

coating system. Cost for providing special conditions for curing and recoat time

for some coatings can added to the final coating cost.

The chart below attempts to illustrate the potential cost of a low-performance

coating project as a function of a high-performance coating project. A much

higher overall cost occurs because more maintenance coating and equipment

repair and replacement costs result.

Duration of Protection

The length of time that a properly selected and applied coating will provide

protection from significant corrosion depends on the rate of degradation of the

coating in the particular service environment. Subjective evaluations of

degradation rate are suitable for small projects or projects with low risk, i.e., low

consequences of failure. However, when projects with higher levels of risk

require a more objective approach such as that provided by a combination of

laboratory and field-testing is needed costs may be higher.

128
Hypothetical Coating Cost Versus Life Cycle

(Platform Structure)

Costs

CRA

High Performance Coating Systems

Low Performance System

Coating costs may

include repair and

replacement costs of

equipment not

adequately protected

Life Cycle (Years)

Figure 3: Hypothetical coating cost as a function of life cycle.

Coating Selection and the Fast-Track Projects

Many of today's fast-track projects do not include corrosion engineers or coating

specialists on the design team. This inefficiency results in coating-selection

decisions being made largely by non-specialists on the basis of cost and what is

most expedient (poor decisions). Compressed project schedules and tight

budgets result in less time and money for essential coating activities. These

issues result in a loss of the best opportunity to coat a structure properly, and

receive less than maximum benefit from coatings, which may affect future

evaluations of coating performance.

Overcoming the Difficulties

In order to overcome the difficulties of applying a high-performance coating

system, one must recognize and demonstrate to management the importance of

coating selection to project performance (Opex). Management must resolve to

make better use of existing coatings expertise within their organizations. An

129
improved transparency of process communicating between all levels of the

organization needs to occur.

Model for Improved Utilization of Protective Coatings

Like any other part of a construction or maintenance project, coatings-application

projects must be managed not only within a Materials and Corrosion

Management Program, but also within the entire Organization. With today's

many reorganizations, we have seen not only the reduction of manpower but

reduced overall awareness and understanding of the coating process.

Regrettably, it is only when we see catastrophic failures such as recent DOT

pipeline failures that attention is paid to the root causes of the failure. The failure

might have just been a coating professional allowing a "holiday" in the coating.

PRODUCTION ACTIVmES

DESIGN ACTIVITIES ANALYSIS ACTIVITIES

DESIGN

CONSTRUCTION

PRE-COMMISSION

DEVELOPMENT

ACTIVITIES a.

"OWNERS"

MANUAL

Data

INTEGRITY

DATABASE

REVISED

DESIGN

BASIS

Figure 4: Model for improved utilization of protection coatings.

130
Conclusions

Coating selection for offshore service is important and difficult.

1. The coating selection process can be improved by applying classical

decision-making theory to the problem.

2. Level of complexity required in making the decision depends upon context

and level of risk.

3. Whatever decision making process for coating selection is chosen by an

organization, it should be well documented and transparent; and it should

deliver practical, cost-effective solutions.

4. Coating selections should be made by experienced individuals whenever

possible, and the selections should reflect proper balance of technical and

economic factors.

5. The root cause of many coating failures i.e. premature coating breakdown

comes from allowing outside forces to compromise the coating application

process.

Although there are many components to implementing and maintaining a

successful coating program, one needs to remember that these key components

of a coating system are based on actual service environments, surface

preparation requirements and coating application options. Finally, one should

always remember to follow the Health, Safety and Environmental management

programs within various organizations involved with producing a high

performance coating system.

References

Larry J. Sykes, Results Of Test Member Exposure at an Offshore Platform NACE

International, Offshore Corrosion Conference, New Orleans LA 1992

NOROSK Standard, M-501 Surface Preparation and Protective Coatings

SSPC Steel Structures Painting Manual, Volume 2 Pittsburg PA, 1995

United Kingdom Offshore Operators (UKOOA), London, UK

US Army Corp of Engineers, New Construction and Maintenance Engineering

Manual EM1 1 10-2-3400, April 1995

131
Corrosion Protection for Offshore Pipelines

Ernest W. Klechka, Jr., P.E.

CC Technologies

Dublin, Ohio

eklechka@cctechnologies.com

Abstract

Offshore pipelines frequently have an expected service life in excess of thirty

years. To survive sub-sea, offshore pipelines are protected from corrosion with

protective coatings and cathodic protection. Coatings must be tough, have good

adhesion to the pipe, resist mechanical damage during installation, easily

repaired, easily coated in the weld lanes, and be compatible with cathodic

protection. Cathodic protection is provided by sacrificial bracelet anode systems

or impressed current cathodic protection systems (ICCP).

Many different types of coatings are used for offshore pipeline applications.

These include fusion bond epoxy (FBE), dual and multilayer FBE, three-layer

FBE Polyolefin, polyolefin, and coal tar enamel coatings [1][2][3]. In addition to

protective coatings, sub-sea pipelines are often coated with cement-weight

coatings to provide negative buoyancy.

Internal corrosion control methods are dependent upon service conditions. For

gas pipelines internal corrosion controls includes lowering the dew point of the

gas and use of inhibitors. For oil pipelines, reducing the water cut, corrosion and

scale inhibition, and biological controls are used to mitigate internal corrosion.

For both gas and oil pipelines internal corrosion coupons are used to monitor the

effectiveness of the corrosion controls. Erosion corrosion can be controlled by

removing solids from the stream and by mechanical design. Droplet corrosion in

gas streams are controlled by decreasing the dew point of the gas to a

temperature below the lowest expected temperature of the pipeline. To minimize

erosion sand removal from the production stream in an important part of the

corrosion control design.

Corrosion allowance for internal corrosion is frequently used to provide additional

metal for corrosion loss. Corrosion and scale Inhibitors as well as biocides

cannot be relied upon to be more than 90 percent effective; therefore, to allow for

small amounts of corrosion, addition metal is added to the pipe wall thickness.

The corrosion allowance should anticipate the maximum metal loss over the life

of the pipeline.

132 I
Introduction

During the design of an offshore pipeline many corrosion mitigations methods are

considered. Coatings on the outside of a pipeline provide the first level of

protection against corrosion by seawater. Because no coating is perfect,

cathodic protection (CP) provides addition corrosion protection where holidays or coating damage may exist.

Internal corrosion can lead to changes in the material selection used for pipeline

design. Overly aggressive internal corrosion may require the use of corrosion

and scale inhibitors, biocides, corrosion allowances and internal linings. Without

special treatment some internal corrosion is best handled in corrosion resistant

alloys such as 13 Cr stainless steel or duplex stainless steel.

These decisions are all considered during the design of an offshore pipeline.

Figure 1 shows a flow diagram for a corrosion integrity management plan for

design and operation of an offshore pipeline. The corrosion potential of the

process fluids is of prime importance. The temperature and pressure of the fluids

have a strong influence on the choice of coating materials and current

requirements for the cathodic protection design. Operating temperatures of 65°C

to 100°C (150°F to 212°F) or higher are common. Because the rate of corrosion

is influenced by the temperature of the fluid, as the fluid temperature increases

every 10°C (18°F) the corrosion activity will nearly double.

Corrosion Control - Integrity Management

I

Operating

Conditions

I

Gather Data

Experience

Temperature

Pressure

Fluids

Other

hazards

Corrosion Integrity

Program Changes

Continuous

Improvement

Changes

Specification

Revisions

I

Corrosion Mitigation

Methods

Coatings

CP

Materials

Inhibitors

Biocides

Controlled Burial

Maintenance

Plans

Inspection Plans

• Radiography

• Ultrasonic

Monitoring

Plans

• ILI

• Coupons

• Residuals

Corrosion Data

Base

• Corrosion

Rates

• Detection

• Evaluation

• Combined

data

Corrosion Related Action

• Repairs - Coatings,

Sleeves

• Additional Examination

• Replacement

Integrity Management

• Data Evaluation

• Trending

• Direct Assessment

Figure 1 . Development of a corrosion integrity management plan
Fusion Bond Epoxies FBE

FBE has been used since the early 60's.

Dual layers - FBE with an FBE friction surface

Internal Corrosion

The final design for corrosion control not only includes material selection,

coatings, and cathodic protection, but also includes monitoring plans, inspection

plans, and maintenance plans.

Evaluation of Corrosion Potential in Hydrocarbon Systems

International standards giye guidance in evaluation of the expected level of

corrosion. NORSOK Standard such as M-001 Material selection [4], M-503

Cathodic Protection [5], and M-506 C02 Corrosion Rate Calculation Model [6]

give some guidance in calculating corrosion potential. Evaluation of the

corrosion potential should include at a minimum:

• C02-content.

• H2S-content.

• Oxygen content and content of other oxidizing agents.

• Operating temperature and pressure.

• Organic acids, pH.

• Halide and metal ion concentrations

• Velocity, flow regime and sand production.

• Biological activity

• Condensing conditions.

A gas is considered dry when the water dew point at the actual (operating)

pressure is at least 10°C (18°F) lower than the actual minimum operation

temperature for the system. Of these corrosion considerations, only temperature

and pressure effect the selection of external corrosion controls.

Typically for pipelines, an inhibitor efficiency approaching 90 percent can be

achieved. The inhibitor efficiency should include the effects of glycol and/or

methanol injection. The anticipated corrosion rate can calculated using

standards like the NORSOK standard M-506 C02 Corrosion Rate Calculation

Model [6]. Unless field experience or test data are available, the corrosion rate in

an inhibited hydrocarbon should be verified by corrosion tests.

134
Pipeline Failure Modes

Offshore pipelines have several potential failure modes or threats. These treats

to an offshore pipeline include external and internal corrosion. For offshore

pipelines the main external corrosion failure modes are:

• Seawater corrosion, scowering, abrasion of the coating, and sea bottom

movement

• Galvanic corrosion (dissimilar metals in an electrolyte)

• Oxygen concentrations cell corrosion (pitting and crevice corrosion)

Offshore pipelines main interna! corrosion failure modes are:

• Acid gasses and organic acids combined with water

• Erosion, and erosion corrosion caused by sand and entrained particles (or

droplets)

• Scaling cause by incompatible fluids

• Microbiologically Induced Corrosion (MIC), accelerated corrosion caused

by or as a result of microbiological activity.

Coating and Coating Selection

The most common coatings used today for offshore pipelines are fusion bonded

epoxy (FBE) coatings, dual layer or multiple layer FBE, three layer

FBE/polyolefin adhesive/polyolefin, and coal tar enamel coating. Typically for

offshore pipelines these coatings are normally shop applied.

Common requirements for shop-applied fusion bonded epoxy coatings can be

found in RP0394-2002 Application, Performance, and Quality Control of PlantApplied, Fusion-Bonded Epoxy External Pipe Coating [7] and CSA Standard

Z662-03, Oil and Gas Pipeline Systems [3] and are shown in Table 1. FBE

coatings have been used for pipeline coatings since the early 1960's.

Modified fusion bonded epoxy coatings used offshore include dual powder

coatings or multiple layer FBE coating. Dual powered coatings are used improve

the gouge resistance and toughness of FBE during direction boring [9]. A rough

coat is frequently used to improve friction between the FBE and a cement weight

coating. Rough coats also improve traction for lay barge operations and improve

safety [1]. Thicker dual powder coatings can also enhance high temperature

performance. Dual powder coating system can be used at operating

temperatures of 110°C (230°F) or higher.

Three layers FBE/polyolefin adhesive/polyolefin have also been used offshore

since the early 1970. The polyolefin to coat can be either polyethylene or

135
polypropylene. Special multilayer systems are available. These systems include

systems with high glass transition temperatures (Tg) FBE and modified

polypropylene for high temperature operation, increased polyolefin thickness for

directional drilling, and additional layers for pipeline insulation (polypropylene

foam).

A polyolefin rough coat or rough-finish consisting of polyolefin powder applied

during shop application has also been used to improve the friction between the

polyolefin outer coating and the cement weight coating. Densely filled

polypropylene has been used to replace concrete weight coating.

Table 1 . Qualification requirements for fusion bonded epoxy coatings

Test Acceptance Criteria

Cathodic Disbondment (24

hours)

Maximum average radius:

6.0-mm (0.25 inches)

Cathodic Disbondment (28

days)

Maximum average radius:

8.0-mm (0.3 inches)

Cross-Section Porosity Rating or 1 to 4

Interface Porosity Rating of 1 to 4

Flexibility (3°/Pipe Diameter

atO°C[32°F] or -30° C

[122° F])

No cracks, tears, or

delamination

Impact Resistance 1 .5 J (13 inch-pounds)

minimum

Hot-Water Soak Rating of 1 to 3

Other coatings used offshore include extruded polyolefin coatings are similar to

those described in RP01 85-96 Extruded Polyolefin Resin Coating Systems with

Soft Adhesives for Underground or Submerged Pipe [8] have also been used for

offshore pipelines since the early 1960's. A typical application procedure coal tar

enamel pipe coating systems can be found in RP0399-99 Plant-Applied, External

Coal Tar Enamel Pipe Coating Systems: Application, Performance, and Quality

Control [9].

Typical extruded polyolefin coatings properties are given in Table 2. Extruded

polyolefin coatings have good resistance to moisture absorption and high

dielectric strength.

Coal tar enamels have been used as a pipeline coating since the 1930's. Typical

coating properties for coal tar enamels are given in Table 3. Coal tar enamel

coating have good resistance to moisture absorption, are easy to apply to the

girth weld zone, and a good coefficient of friction.

136
Table 2. Typical properties for extruded polyolefin coatings

Property Typical value Polyolefin

Resin

Butyl Adhesive

Density Minimum 0.95 g/cm^ Minimum 1 .00 g/cm^

Flow Rate Maximum 0.75 g/10 Maximum 8.00 g/10

minutes minutes

' Tensile Elongation 500%

Tensile Strength Minimum 19 MPa (2,800

psi)

Hardness 60 (Shore D)

Dielectric Strength >28 V/Mm (700 V/mil) for the total system

Water Absorption Maximum of 0.02% for the total system

Table 3. Typical properties for coal tar enamel coatings

Property Typical value

Thermal Conductivity 0.16 W/m-K (1.1

BTU/ft2/h/°F/inch)

Electrical Resistance 1 X 10^^ ohm-cm

Dielectric Strength >10 V/pm (250 V/mil)

Water Absorption 2% or 0.3 g/30 cm^ (0,1 oz/50

in^)

Water Vapor Permeability 6.5 X 10^ perms

Cathodic Disbondment (60

days)

Maximum radius of 8-mm (0.3

in.)

Adhesion 2.4 MPa (350 psi)

Coefficient of Friction 0.59 to 0.91

Other Design Considerations

Most offshore pipelines are designed to allov^ pigs for cleaning and In-line

inspection (ILl) using intelligent pigs.

Today most offshore pipelines are designed to allow for the passage of cleaning

pigs to remove water, sediments, wax, and other debris, and in-line inspection

(ILl) by instrumented smart pig. To facilitate pigging offshore pipelines designed

to be piggable have large radius bends, usually at least 5D. In addition to

allowing pigs to pass, large radius bends also helps reduce erosion.

"Deadlegs" and low flow or intermittent flow piping often results from pig

launching and receiving designs. These areas can be subject to accelerated

corrosion because of the stagnant conditions, accumulation of water, debris, and

137
microbiological activity. Ultrasonic examination for metal loss in these areas

becomes very important.

Another common design corrosion consideration is to provide additional metal for

internal corrosion allowance. Common corrosion allowances are shown in Table

4.

Table 4. Typical corrosion allowances for internal

corrosion of carbon steel subject to in service corrosion.

Service condition Corrosion Allowance

Inter-field oil lines 3-mm (0.125") plus

inhibition

Inter-field gas lines 1.5-mm (0.063") dry or 3-

mm (0.125") wet plus

inhibition (may require

CRA)

Stabilized or process crude

lines

2-mm (0.078") plus

inhibition

Dried gas lines 1.5-mm (0.063") dry

Cathodic Protection Design

Cathodic protection is applied to protect holiday in the coating. Cathodic

protection is accomplished by either sacrificial anodes or impressed current

cathodic protection systems (ICCP). Typically aluminum bracelet anodes are

used for sacrificial cathodic protection systems. The most common aluminum

alloy used for bracelets anodes is Aluminum-zinc-indium.

Design of cathodic protections system for offshore structures should be done in

accordance with RP01 76-2003 Corrosion Control of Steel Fixed Offshore

Structures Associated with Petroleum Production [7] or RP01 69-2002 Control of

External Corrosion on Underground or Submerged Metallic Piping Systems [8].

Table 5 shows some typical values used in cathodic protection design. To

design cathodic protection systems information on the total current requirement,

resistance, expected life, and anode current out are needed.

138
Table 5. Cathodic protection design parameters and coatings design

considerations

Design parameter Typical Value

Seawater Resistivity 20 - 25 ohm-cm

Saline Mud 100- 150 ohm-cm

Anode open circuit

potential - buried

-1.05 V (Ag/AgCI)

Anode open circuit

potential - seawater

-0.95 V (Ag/AgCI)

Anode Consumption 1280 A hours/ pound

Anode Utilization

Factor

0.80

Coating Breakdown

Factor (FBE)

0.5% to 1.0% (initial)

10% (after 30 years)

Insulation Breakdown

Factor

0.5% to 1.0% (initial)

3% (after 30 years)

Neoprene Breakdown

factor

0.5% to 1.0% (initial)

5% (after 30 years)

Design current density

for bare steel in

seawater

12mA/ft^ (initial)

l\wNV? (after

polarization)

Design current density

in sand or mud

2mA/ft^ (initial and after

polarization)

Normally sacrificial cathodic protection systems for pipelines consist of bracelet

anode spaced periodically along the pipeline. For design of a sacrificial cathodic

protection system, the current demand is calculated from the coating breakdown

factor, design current density, and the total surface of the pipeline as shown in

equation 1.

Ipeq "Idesign *Apipe*Fcoating/1000 (1)

where: Ueq is the total current demand

design is the design current density

Apipe is the total area of the pipeline

Fcoating is the coating breakdown factor

The total anode weight required is then:

Wanodes = (Ireq * 8760 hr/yoar * expected life) / (Consumption rate * efficiency) (2)

139
where:

Wanodes is the total anode weight need to provide the current requirement

Ireq is the required current calculated in equation (1).

The number of anodes then is calculated as:

Ntotal = Wanodes/ W bracelet (3)

where:

Ntotal is the total number of bracelet anodes requires

Wanodes is the total weight calculated in equation (2).

W bracelet is the Weight of each individual bracelet anode

Bracelet anodes are normally attached at girth welds between pipe joints by

welding anode tabs to the pipe. Once the number of anodes required is

calculated the spacing between anodes can be calculated. Normally the number

of anodes is rounded up to accommodate the spacing between girth welds. In addition to the current requirements anode resistance and anode out put need to

be considered and may result in the need for additional anode or a change in

anode design.

Impressed current cathodic protection systems are used if the pipeline is

relatively short, up to ten miles. The impressed current can be provided on shore

and/or at the operating platform. Current demand is calculated similar to the

sacrificial current demand. ICCP has the added advantage of being able to

change the current output. During initial startup of the CP system a higher

current can be supplied to increase the rate of polarization. As the pipeline

polarizes the current can be adjusted to reduce to current out put and maintain

protective potentials on the pipeline.

Sacrificial cathodic protection system sometimes try to make this adjustment by

provide small magnesium anodes which are quickly consumed but provide a

temporary increase in the current output.

Monitoring and Inspection

As part of the corrosion designs for offshore pipelines corrosion monitoring and

corrosion inspection plans are needed. These plans are intended to monitor the

140
effectiveness of corrosion mitigation and to measure corrosion as the pipeline

ages.

Monitoring

Monitoring consists for corrosion probes, coupons, and instrumentation.

Normally resistance probes are used to measure the apparent corrosion rate.

This data can be continuously monitored for day-to-day corrosion control.

Coupons are used to measure corrosion rates. Coupons are installed for a set

time period. After exposure, the coupon is extracted, usually under full pressure,

the coupon examined and weighed. This data is frequently used to determine

the effectiveness of the inhibition and biocide used to control corrosion.

Other monitoring frequently used to evaluate offshore pipelines includes sidescanning sonar to detect areas where the pipeline may be bridging the ocean

floor or where currents have cause the ocean floor to shift. As necessary the

pipeline addition support or sand bags can be added to protect the pipeline.

Cathodic protection monitoring is very important to an offshore pipeline. Cathodic

protection monitoring should include a potential survey and current drain surveys.

These surveys provide information about the condition of the cathodic protection

system, as well as, information about the coating performance and the coating

breakdown.

Inspection

Non-destructive examination methods such as radiography, ultrasonic survey,

acoustic emission or other similar technique are frequently used to measure the

remaining pipeline wall thickness. Where accessible the remaining wall

thickness can be directly measured by ultrasonic surveys or radiographic

surveys.

In-line inspection (ILI) tools or smart pigs often use ultrasonic techniques or

magnetic flux leakage to measure remaining wall thickness. In addition, smart

pigs can identify dents, settlement, cracks, corrosion at welds, and other pipeline

anomalies. Both internal and external corrosion can be measured using smart

pigs.

Corrosion Database

A substantial amount of inspection and monitoring data will be collected over the

pipeline's life. Examples of such data are cathodic protection (CP) surveys,

intelligent pigging results, pipeline coating inspections, span length, corrosion

probe & coupon data, visual, NDT inspection results and corrosion map data.

141
other examples include details of inhibition programs and levels of conformance

to plan, locations and technical operational information on CI systems,

comparison of actual wall thickness with design wall thickness of pipelines, piping

and vessels, conditions of external coatings and internal linings. These data may

reside within various departments and considerable effort may be needed to

collect, collate and arrange this data in a format that will allow ready comparison

against acceptable values.

Monitoring and inspection over the life of the pipeline will generate a great

number of data points. Today most pipelines use an electronic database to store

the pipeline inspection, monitoring data and integrity data. Electronic databases

greatly simplify the comparison of measured values against design values during

asset integrity assessments. Identification of trends in coating integrity, cathodic

protection, and internal corrosion can be correlated with asset degradation.

Conclusions about Coatings for Offshore Pipelines

The first line of defense for an offshore pipeline is the coating on the pipe. Many

different types of coating are used for offshore pipeline. Cathodic protection is

used to protect holidays in the coating. Coatings for offshore must have good

resistance to water absorption, cathodic disbondment, and strong adhesion to

the pipe.

Testing of coatings can provide some guidance concerning the ability of a

coating to survive the offshore environment. Coating history and performance is

very valuable information.

References

[1] J. A. Kehr, Fusion-Bonded Epoxy (FBE): A Foundation for Pipeline Corrosion

Protection, NACE International, Houston TX, 2003

[2] ASM Handbook Volume 13: Corrosion, ASM International, Metals Park, OH,

1987

[3] CSA Standard Z662-03, Oil and Gas Pipeline Systems, CSA International,

June 2003

[4] NOROSK Standard, M-001 Materials selection (Rev. 3, Nov. 2002)

[5] NOROSK Standard, M-503 Cathodic protection (Rev. 2, Sept. 1997)

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[6] M-506 C02 Corrosion Rate Calculation Model (Rev. 1, June 1998)

[7] RP0394-2002 Application, Performance, and Quality Control of Plant-Applied,

Fusion-Bonded Epoxy External Pipe Coating NACE International, 2002

[8] RP01 85-96 Extruded Polyolefin Resin Coating Systems with Soft Adhesives

for Underground or Submerged Pipe, NACE International, Houston TX, 1996

[9] RP0399-99 Plant-Applied, External Coal Tar Enamel Pipe Coating Systems:

Application, Performance, and Quality Control, NACE International, Houston TX,

1999

[7] RP01 76-2003 Corrosion Control of Steel Fixed Offshore Structures

Associated with Petroleum Production, NACE International, Houston TX, 2003

[8] RP01 69-2002 Control of External Corrosion on Underground or Submerged

Metallic Piping Systems, NACE International, Houston TX, 2002

[9] E.W. Klechka, "Dual Powder FBE Coatings Used for Directionally Drilled

Alaskan River Crossing," Materials Performance, June 2003

143
Experience with Coating for Corrosion Protection from the Norwegian

Continental Shelf

Roger L. Leonhardsen

roger.leonhardsen@ptil.no

Helge I. Vestre

helge-i. vestre@ptil. no

Rolf H. Hinderaker

rolf-h. hinderaker@ptil.no

Petroleum Safety Authority Norway

Stavanger, Norway

Abstract

This article will aim at highlighting various phases of Norwegian offshore field

developments, from integrated fixed jackets and GBS' to floating production

units, e.g. FPSO's, semi-submersibles, where the coating design, application and

maintenance must be such that the facilities sustain the harsh environment and

weather conditions encountered offshore Norway. Also, as a regulator, the article

emphasizes on aspects of the regulatory regime e.g. experiences with

prescriptive and functional requirements, improvements achieved in protective

equipment for surface treatment, development of regulations for coatings and

coatings application and operational experience with various coating systems.

The Petroleum Safety Authority Norway

The Petroleum Safety Authority Norway (PSA) was established 1 January 2004,

as an independent governmental supervisory authority which reports to the

Ministry of Labour and Governmental Administration. It is located in Stavanger,

on the southwest coast of Norway and shares offices with the Norwegian

Petroleum Directorate (NPD). PSA employs approximately 150 persons.

PSA has responsibility for safety, emergency preparedness and working

environment in the petroleum activities. Upon establishment, enforcing

regulations relating to health, safety and working environment (HSE) in the

petroleum activities is a responsibility of PSA. Also, the areas of authority have

been extended and incorporate supervisory activity towards health, emergency

144
preparedness and working environment at onshore petroleum process facilities

and onshore transportation pipelines.

Leading principles for PSA are to provide information and counselling towards

the petroleum industry, cooperate with corresponding HSE authorities both

nationally and internationally and promote transfer of experience and knowledge

of health, safety and working environment in the society in general. With such

principles in mind, our ambition with this article is to contribute with experience

on development of protective equipment for operators, address operational

coatings experience and development of regulations.

Norwegian Oil and Gas Fields

As of January 2004, 44 oil and gas fields are in production on the Norwegian

Continental Shelf (NCS). These are located in the southern North Sea sector (12

fields), the northern North Sea sector (27 fields) and the Norwegian Sea (five

fields). Seven fields are at the moment under development. A total of 112

platforms are installed, 94 fixed installations and 18 floating production and

storage installations.

The North Sea

Ekofisk, an oil field located in the southern North Sea, was discovered in 1969

and put in production in 1971. Developments of offshore facilities at Ekofisk

make it serve as a hub for oil and gas pipelines to the UK and the European

continent. Although Ekofisk has been in production for more than thirty years, the

reservoir still contains oil and gas for several decades of production.

Frigg, a gas field located in the northern North Sea at the borderline of Norway

and UK, was discovered in 1971. The first gas was piped to St. Fergus in

Scotland in 1976. Frigg is planned to cease production in 2004. Statfjord, yet

another oil field in the northern North Sea was put in production in 1979.

Statfjord, along with other fields in the Tampen area, e.g. Gullfaks, Snorre and

several minor fields, were the most important oil producing province on the

Norwegian Continental Shelf in the 1980's and 1990's.

With the Troll development, Norway moved on to take advantage of its great gas

resources and marks a development where gas export has a significant

importance in terms of overall petroleum production. Also, Troll is a major

contributor to Norway's oil production. The oil in the reservoir is trapped in a zone

so thin that the oil has to be produced through some of the worlds longest

horizontally drilled wells.

145
The Norwegian Sea

Development of oil and gas fields in the Norwegian Sea started with Draugen, an

oil field, which was put in production in 1993. Until present, five more

developments have been completed, where Asgard ranks as one of the largest

subsea developments worldwide.

The Barents Sea

In the Barents Sea, the development of Snohvit is ongoing. This development

includes offshore subsea facilities and an onshore Liquefied Natural Gas (LNG)

plant. Snohvit is due for production in 2006.

Offshore Infrastructure Investments

In the past three decades since the production of oil on the Norwegian

Continental Shelf began in 1971, the total investment in offshore structures has

exceeded 660 billion Norwegian kroner ($94 billion US). It has been estimated

that the cost of procurement and application of all coatings accounts for 1.5 to 3

percent of the total cost of fabricating a platform topside. The cost of

procurement and application of coatings are then in the range of 10 - 23 billion

Norwegian kroner ($1 .4 - 3.3 billion US).

Although Norwegian offshore installations have a coating design and coatings

application in accordance with established standards and procedures, we have in

recent years seen examples of deterioration and degradation of coatings on

installations after just a few years of operation. Concerns with safety aspects like

corrosion, leaks, etc. are reasons for the authorities emphasis on applying

qualified coating products, operators, supervisors and procedures.

Norwegian Oil and Gas Production

In 2002, an average production of 3.33 million barrels of crude oil each day ranks

Norway as seventh among the oil producing nations. With an oil export of 3.12

million barrels each day, Norway ranks as the third largest oil exporter worldwide.

Oil is shipped to the market through pipelines and by offshore offloading to crude

tankers.

146
Norway is a major supplier of gas to the European market. Norwegian supplies

cover 11 percent of the European demand for gas. In 2002 the export amounted

to 64.2 billion Sm^ dry gas. The export covers two percent of the consumption on

a worldwide basis.

The gas is transported to the UK and the European continent through a pipeline

grid of more than 6000 kilometres, which makes this the longest offshore

transportation grid.

Production Forecast - Prosperity or Decline?

Norwegian oil production has been at a plateau since 1996 and estimates

indicate a production rate of slightly less than three million barrels each day until

2005. From then on, the oil production will probably decrease.

Two scenarios for oil and gas production from the NCS may be foreseen; the

decline scenario and f/?e long-term scenario. The first, decline, assumes a

consensus among the petroleum industry and the authorities that what has been

achieved so far is satisfactory. It involves stagnation for the NCS and of the

Norwegian oil and gas industry over the coming ten to twenty years. The

alternative, more prosperous long-term scenario, suggests a common effort from

the petroleum industry and the authorities to extract the petroleum resources in a

cost effective manner. The government's aim is that the long-term scenario will

prevail and the Parliament (Stoning) has concurred with this objective, which puts

oil and gas production on the NCS in a century-long perspective.

Norway's oil and gas resources belong to the Norwegian community and must be

managed for the maximum benefit of present and future generations. An overall

objective of government oil and gas policy is accordingly to ensure that the

largest possible share of value creation from petroleum operations accrues to the

community.

Development of Regulations and Standards for Coatings and Coatings

Application

The Regulations concerning loadbearing structures in the petroleum activities of

February 1992, with five guidelines, gave prescriptive requirements on the

regulation level. The guideline Guidelines of corrosion protection of loadbearing

structures provided examples to how these requirements could be met.

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The guidelines dealt with issues like pretreatment, cleaning, paint work including

control during application, film thickness, adhesion, production and test reporting

and referred to applicable national and international standards.

As part of a drive to reduce costs related to the development of Norwegian

offshore oil fields, the Norwegian government established the NORSOK (The

competitive standing of the Norwegian offshore sector) project in 1993, which

implied involvement of oil companies, suppliers and the authorities to standardize

technical specifications for offshore projects.

NORSOK Standard M-501 Surface Preparation and Protective Coating

Prior to the NORSOK project, during 1991, the coating industry decided to

produce a standardized coating specification, which would improve the quality of

work performed in the coatings industry. The specification would make it easier

for industry personnel to have one set of standards, methods and requirements.

The first revision of the standardized coating specification was made during 1991

and 1992. The standardized coating specification has been used as a basis for

the NORSOK coating specification entitled M-501 Surface Preparation and

Protective Coatings.

The authorities supported the project and made reference to the standard when

issuing updates of the regulations. In the Regulations Relating to Loadbearing

Structures of February 1998, the guidelines on corrosion protection for the most

had been replaced by a reference to NORSOK Standard M-501 as a recognized

standard.

Furthermore, NPD (now PSA) in 2002 issued jointly with Norwegian Pollution

Control Authority and Norwegian Social and Health Directorate, a revised

compilation of regulations comprising the original 14 prescriptive regulations to

five functional regulations with additional guidelines, entitled Regulations Relating

Health, Environment and Safety in the Petroleum Activities of January 2002.

Requirements in these regulations are formulated as functional requirements,

whereas the guidelines recommend one way to comply with the regulatory

requirement, for example a recognized standard. For coating protection, the

functional requirements are stated in Regulations Relating to Design and

Outfitting of Facilities etc. in the Petroleum Activities Section 11, while the

guidelines propose NORSOK Standard M-501 as the means to be in compliance

with the regulation.

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Improvements of Health. Safety and Working Environment in Coatings

Application

A noise study was initiated in 1997 in order to evaluate the noise exposure for

personnel working with sandblasting and ultra-high pressure (UHP)

waterblasting.

The report issued in 1998, documented that personnel involved in surface

treatment is the group which is most exposed to noise of all the offshore workers.

This is a working environment problem, which is common to the industry, both

offshore and onshore.

At the time of conducting the study, offshore work in the Norwegian sector was

governed by Regulations Relating to Systematic Follow-up of the Working

Environment in the Petroleum Activities of March 1995. These regulations specify

both the maximum allowable noise exposure and requirements for personal

protective equipment. According to these regulations "no employees should be

subjected to a daily noise exposure which during the course of a work shift

exceeds a 12-hour equivalent sound level of 83 dBA or an impulsive sound level

above 130 dBC (Peak)". Personnel protective equipment shall be suitable in

relation to protection against hazards without causing increased risk in itself.

Further, the equipment shall be adapted to both the work place and the user.

The average noise exposure for personnel during sandblasting varies from 95 - 110 dBA with today's most common equipment in Norway, the Viking mask. The

noise generated by the air supply may reach more than 105 dBA inside the

mask.

Noise from the UHP waterblasting may be even higher than the sandblasting

noise. Noise levels measured were as high as 110 - 130 dBA. Since working

gear for UHP waterblasting has lower sound attenuation, the risk of hearing

impairment is consequently even higher. Even with use of earplugs the risk of

hearing impairment is present.

Working with sandblasting and UHP waterblasting will increase the occurrence of

hearing impairment among the personnel. As no equipment providing sufficient

protection existed in the market, there was a great need for developing new

technology within working gear and personnel protective equipment.

A project was therefore initiated to develop and design new protective

equipment. In addition to noise protection, the design project took into account

factors as safety, ergonomics, chemical exposure and user comfort.

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Personal Protective Equipment - Silencer®

Silencer® personal protective equipment has been developed in close

cooperation with Norwegian sandblasting companies. The aim for the project was

to develop a product that satisfied the Norwegian legal requirements to noise

reduction, i.e. 12-hour equivalent sound level of 83 dBA, while still being userfriendly and comfortable. Repeated testing has shown that both goals have been

attained.

The Silencer® personal protective gear for sandblasting and UHP waterblasting

provide noise reduction of 39 dBA and has integrated hearing protectors and

hard hat. In addition, it provides the operator with high user comfort whereas the

gear has low weight (2.2 kg). With double hearing protection, both earplugs and

hearing protectors, operators will be protected against harmful noise levels in

most situations.

Field Experience with Coating Systems

NORSOK System 1- General Structure

Offshore field developments from the mid 1990's adopted the functional

regulatory regime which was introduced in the beginning of that period, i.e.

applying NORSOK standards where applicable. A common goal for both the

industry and the authorities was to pave the way for cost effective solutions in

offshore developments, which also meant speeding up the fabrication process.

By applying production friendly coatings, with rapid curing time and shorter

overcoating intervals, time and cost was saved at the yards.

In our contact with the operators, we learned that installations which had been in

production for only a few years were experiencing coating deterioration on

structures, piping and vessels. The deterioration occurred to coating system 1 H

consisting of 60 pm zinc epoxy, 200 pm modified epoxy and 75 pm acrylic epoxy,

and applied on installations designed for 20 - 50 years operational lifetime. We

requested all operating companies to calculate and report back the extent of

application and experience with the production friendly coating.

The response identified which installations, both offshore and onshore, where

this coating system has been applied, experience with deterioration and initiated

measures. A common response was that operators no longer were utilizing the

said coating system. Some operators had experienced severe deterioration while

other operators at that time had no such negative experience. Also, it appeared

that the coating system at the time of procurement was not adequately qualified

according to NORSOK M-501 requirements for pre-qualification of products. An

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estimated 260 000 of structures, piping and vessels has been coated with tiiis

1 H coating system at eight offshore installations.

The characteristic deterioration is cracking and flaking, caused by internal stress,

high dry film thickness and a weak anchor pattern, indicating that the applied

coating system is not capable of withstanding operational conditions.

Corrective repair programs and maintenance have been initiated years in

advance of what was planned for in design. The repair systems have been prequalified according to requirements in NORSOK M-501. Operating companies

that have commenced a repair program, experience that this is a costly and time

consuming operation with progress limited by access restrictions to certain areas,

limited bed capacity in the living quarter, extra caretaking of operators'

occupational health while using ultrahigh pressure waterblasting for paint

removal, weather conditions restricting repair work to summer months only,

among others.

One operating company has incorporated additional requirements for NORSOK

System 1, requiring that it must consist of a minimum of three coating layers and

that corrosion creep from scribe must be less than 1.0 mm. NORSOK M-501 has

no minimum requirement related to amount of coating layers, and an allowance

of less than 3.0 mm corrosion creep, respectively.

NORSOK System 2 - Thermally Sprayed Aluminium

The example is from experience with thermally sprayed aluminium on risers.

These risers were installed offshore along with a jacket in 1998. The risers are 12

inch and the coating systems consist of 2 x 750 pm glass flake polyester in the

atmospheric zone, minimum 200 |jm thermally sprayed aluminium and 12 mm

polychloroprene (rubber coating) in the splash zone and 2 x 225 |jm epoxy

mastic below water.

After five years of service, severe corrosion was revealed on three production

risers and one gas lift riser, located from the transition above and below the

rubber lined riser and the painted riser.

In addition, O. 0. Knudsen et al. reports of examples from offshore installations

were thermally sprayed aluminium duplex coating systems have degraded

severely after only a few years of exposure.

As a suggested degradation mechanism, it is likely that a riser coating with

thermally sprayed aluminium overlaid with organic material causes aluminium to

corrode and release aluminium chlorides. This in turn generates hydrochloric

acid resulting in steel corrosion. As for the mentioned risers, corrosion both under

the rubber and in the coating system above is evident and supports the analysis.

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When specifications for the riser coating system where settled, no benefits from

industry learning was available.

Thermally sprayed aluminium with only a thin sealer, has given very good

corrosion resistance and little coating degradation even after very long exposure.

This is explained as the sealer is too thin to hold an aggressive electrolyte at the

metal surface. When the thermally sprayed aluminium corrodes the aluminium

ions are precipitated as aluminium oxide, which contribute to the protection of the

thermally sprayed aluminium.

Tests conducted, related to diffusion rates on chloride ions through the riser

rubber coating to the thermally sprayed aluminium underneath, shows low

transport rate of ions with high resistivity in the coating. Provided that the existing

rubber coating remains undamaged, it will sustain adequate protection of risers

for the remaining field life.

NORSOK System 3 - Applied in Tanks for Stabilized Crude

The example is from experience with coating in cargo tanks of a Floating

Production Storage and Offloading (FPSO) vessel. The coating system for the

cargo tanks was designed by the vessel designer in accordance to general

specifications in NORSOK M-501, which recommended solvent free epoxy

mastic of 3 x 150 pm thickness. However, the applied coating system at the yard

was a solvent free epoxy that was to be applied in 2 x 225 pm thickness.

The FPSO was put in operation in 1997, while inspection of cargo tanks in 1999

revealed cracking of coating at tank bottom and the lower parts of cargo tanks.

Further, the coating in these areas had loosened from the steel surface. To

prevent damage to offloading pumps and inspect for possible structural damage,

the operator decided to remove all coating in two cargo tanks.

Investigation revealed coating film thickness of up to 6 mm, v\/hereas the

specification stated maximum film thickness of 0.45 mm. The applied solvent free

epoxy should normally be sprayed on by use of a two-component gun, which

allows for excess thickness without compromising the quality of the coating

system. At the yard, curing additives and base were mixed and solvents added

prior to application, using a conventional high-pressure gun, while spraying onto

ambient tropical temperature (warm) steel surfaces.

The rapid curing of the coating, before evaporation of solvents, resulted in

excess solvent inside the coating. Later, when the solvent evaporated, this

caused a material loss leading to contraction and stress inside the coating. In addition a high coating film thickness amplified the effect. The stress may result

in cracking, or cause the coating to loosen from concave shaped surfaces.

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Underneath the loosened coating, pitting corrosion with up to 60 percent wall

thickness reduction was observed. It is believed that the pitting was initiated by

sulphur reducing bacteria (SRB's) causing HZS corrosion.

The operating company decided to remove the coating, clean and re-coat all cargo tanks, an operation that commenced with two cargo tanks the same year

loosening and cracking was discovered, and which will be finalized in spring

2004. Since cargo-filling restrictions are enforced, tank renovation is conducted

during the winter period.

What Will Corrosion Protection Look Like in the Future?

Striving to develop coating systems more robust, more "user-friendly" related to

applicability, more flexible related to changing environmental loads, etc., will

continue, and possibly accelerate. The industry, both petroleum, aerospace,

chemical, automobile and others are already searching for coating systems that

we will characterize as "intelligent" coating systems, encompassing the ability to

transform its abilities dependent on temperature, chemical exposure, wear,

stress or strain in the material to be protected, and also including the ability to

repair itself after being damaged - without being a threat to the environment.

Based on the market demand and the exponential increase in patents and

publications related to nanotechnology and nanocatalysis, we foresee a

development where within the next ten years we will see nanotechnology utilized

in sophisticated new coating systems encompassing several of the qualities

mentioned above.

Conclusions

Regulations for coatings and coatings application have over the last decade seen

a shift from prescriptive requirements to functional requirements, whereas the

guidelines recommend one way to comply by using NORSOK M-501 as a

recognized standard.

Personnel involved in surface treatment is the group which is most exposed to

noise of all the offshore workers. This is a working environment problem, which is

common to the industry, both offshore and onshore. Silencer® personal

protective equipment has been developed to satisfy the Norwegian legal

requirements to noise reduction while still being user-friendly and comfortable.

Application of a coating system that was not adequately qualified according to

NORSOK M-501 requirements for pre-qualification, have led to initiation of

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corrective repair programs and maintenance years in advance of what was

planned during design.

Thermally sprayed aluminium overlaid with an organic material (rubber) exposed

to a marine atmosphere has shown corrosion in the transition above and below

the rubber. Research has shown that aluminium chlorides are released and

hydrochloric acid generated, resulting in steel corrosion.

Coating in cargo tanks has been applied in excess thickness and not in

accordance to specifications, leading to loosening and cracking of the coating in

operation mode. A renovations program has been initiated for the cargo tanks.

We foresee a development where striving to develop coating systems more

robust, more "user-friendly" related to applicability, more flexible related to

changing environmental loads, etc., will continue, and possibly accelerate.

References

[1] Two halves make a whole - http://www.ptil.no/English/Frontpage.htm

[2] Ministry of Petroleum and Energy - Facts 2003 The Norwegian petroleum

sector - http://www.dep.no/oed/engelsk/p10002017/

[3] Oljedirektoratet - Petroleumsressurser pa norsk kontinental sokkel 2001

(article in Norwegian only)

[4] A. Grieg - Developments in the Supply and Application of Coatings in Norway,

PCE April 1996

[5] Regulation concerning loadbearing structures in the petroleum activities,

February 1992. Guidelines on corrosion protection of loadbearing structures in

the petroleum activities

[6] NORSOK standard M-501 Surface preparation and protective coating - http://www.standard.no/

[7] Regulation relating loadbearing structures in the petroleum activities,

February 1998

Guidelines on corrosion protection of loadbearing structures in the petroleum

activities

[8] Regulations relating health, environment and safety in the petroleum

activities, January 2002 - http://www.npd.no/regelverk/r2002/

154
[9] Regulations relating to design and outfitting of facilities etc. in the petroleum

activities,

January 2002

[10] H. Erikstein - Noise from sandblasting and ultra-high pressure water jetting,

10.11.1998 - http://www.ptil.n0/engelsk/safety/l 815-ode.pdf

[11] Regulations relating to systematic follow-up of the working environment in

the petroleum activities of March 1995

[12] Silencer® - personal protective equipment - http://www.silencer.no

[13] Statoil - Informasjon om malingssystem, 23.10.1999 (article in Norwegian

only)

[14] Statoil - Korrosjon/Belegg DVM/R&U - http://www.statoil.com/tek/dvm/sva01757.nsf

[15] ExxonMobil - Status cracked coating, 6.6.2001

[16] ExxonMobil - Riser corrosion, 28.7.2003

[17] 0.0. Knudsen, T. Rogne and T. Rossland - Rapid degradation of painted

TSA, NACE 2004

[18] Statoil - Informasjon om skader i lastetanker, 9.9.1999 (article in Norwegian

only)

155
156
Section 4

White Papers

157
158
us Shipyard Paint Shops

Current Issues and Future Needs

IViark Panosky

Chair of SP-3 Technical Panel on Surface Preparation and Painting

for the National Shipbuilding Research Program (NSRP)

Introduction

The following paper was developed from discussions held during the above

workshop, from discussions with US paint shop management and engineering

personnel from new construction and repair shipyards that are members of the

NSRP, and from technical reports developed by the NSRP SP-3 Panel. The

discussion group during the workshop consisted of shipyard representatives, ship

owners, coating suppliers, marine industry consultants, and research and

development personnel. The group took a global view of the issues and agreed

that while all the issues raised may not be immediately or easily solvable, it is

vital to the shipbuilding and repair industry that these issues be worked on.

The major topics discussed at the workshop were as follows:

1. Ship Design and Preservation

2. Paint Chemistry Issues

3. Shipyard Planning and Preservation

4. Surface Preparation Issues

5. Paint Application Issues

6. Quality Assurance & Training Issues

7. Environmental Issues

Ship Design and Preservation

Many of the difficulties experienced during surface preparation and painting of

ships and some of the coating failures in service can be traced back to initial

design choices. A wide variety of parameters must be resolved during design of

a ship such as performance requirements, material and labor costs, producibility,

shipyard capabilities, maintenance requirements while in service, allowance for

future changes, environmental regulations, international standards, etc. There

are also distinct differences between the requirements for commercial versus

military ships. Because no one parameter can have complete dominance over

all others, the final design of a ship is typically a compromise. There is also a

159
clear trade-off between using best practices for ship design and staying within

the allotted budgets for design, construction and repair. Even in the compromise,

some issues must have priority. For example, the performance and initial newbuild cost control requirements typically have greater priority over the other

parameters. Unfortunately, it often appears that the last thing considered during

the design of ships is corrosion control and coatings.

In recent years there has been a heightened awareness of how a lack of

attention to ship design details can significantly increase the downstream

ownership costs relative to preservation. It has been reported that the costs for

preservation maintenance on US Navy ships in the fleet may be as high as 25

percent of total maintenance costs. A portion of that cost is believed to be due to

the lack of sufficient attention to those design factors that impact preservation

work such as:

• accessibility to perform proper surface preparation and painting during

construction and when in service

• proper specification of materials (carbon steels, corrosion resistant metals,

coatings, etc.)

• design requirements that lead to fabrication methods and sequences that

damage completed coatings

• insufficient quality assurance specified in the preservation design

Other design related issues that affect preservation efforts and costs involve:

• There are relatively few corrosion control design standards that are

sufficiently detailed to support decision making during the design of all parts

of the ship. Standards for corrosion prevention of ship's structures are

somewhat available, but design standards for corrosion prevention of ship's

machinery, piping and electrical systems are not. Specific examples of

problem areas on ships are: (1) in tanks, stiffeners that lack sufficient depth to

allow access for surface preparation and coatings, (2) designs that do not

support easy and simple setup and removal of the scaffolding needed for

preservation, (3) angle irons that are too small and too closely spaced, (4) not

enough accesses into tanks and confined spaces so that one can be used for

personnel access and one for the myriad of hoses, cables and ventilation

trunks needed to do the preservation work.

• Ship designs typically lack sufficient corrosion prevention details for each and

every part to be painted. It is relatively easy to define the preservation

requirements for major structures and components, but much more labor

intensive and costly during the design phase to define the requirements down

to the individual piece or part. Large combatant ships could have tens of

thousands of individual parts that need paint details specified. For

mechanical components, masking details for surfaces not to be painted (e.g.,

alignment critical and bearing surfaces) take time and attention to create.

Failure to develop these details in depth during the initial design means more

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time will be spent (and costs incurred) during the actual preservation work for

new construction or repair.

• The design data for the ship preservation requirements must be organized in

a way that can support bidding and estimating (surface area, gallons needed,

surface prep costs relative to similar configurations, etc.), support

development of paint procurement schedules, and help tie paint deliveries to

key event dates for painting. Ship design computer software programs are

just beginning to consider how to support the above issues.

• Ship designers need more feedback from ship owners and from operating

ships regarding the cause of the corrosion relative to the ship design or

fabrication strategy. Without such information, many corrosion problems and

their associated costs for repair are likely to recur on later ships of the same

class or where the same design is used on other classes. Upon evaluation,

many corrosion problems experienced on ships can often be traced back to

either faulty initial design decisions or fabrication strategies that "sow the

seeds" for coating failure later.

• Paint warrantees for ships and their effect on design decisions are starting to

be considered, but there needs to be greater education for designers in this

area. Poor design choices can result in the building yard being charged to

repair coating systems that failed prematurely.

• Before a new design is signed off, there should be a more formal review of

any ship structure, component or system that had a history of corrosion

problems on previous designs.

• There should more training in corrosion control methods for ship designers

and engineers.

Paint Chemistry Issues

The key parameters the working group desired for ship coatings were:

• Less toxic

• Solventless

• Epoxy paints with better ultraviolet light resistance

• Better tolerance to high humidity during application

• Less moisture transmission

• Need minimal surface preparation

• Won't propagate at breaks in the coating

• Better shear resistance

• Better non-copper based antifouling paints

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Shipyards for large ships typically apply weld-through inorganic zinc "preconstruction primers" to large steel plates and shapes prior to fabrication of the

ship sections. After hull erection, the pre-construction primer is often completely

removed by abrasive blasting and the final paint system for the area applied.

There is a need to continue to push "weld through" paint technology to allow

thicker and more durable primer coatings to be applied to the steel plates prior to

initial fabrication. The new primers must be capable of surviving the construction

period and allow for topcoating with the finish paint with a minimal amount of

surface preparation, and without complete removal, which means the new

primers should also be easier to clean. Achieving these goals could significantly

reduce the cost of coating large ships.

Another issue for paint chemistry is the need for shorter drying times.

Reformulation of paints in the 1990's to meet new environmental limits for volatile

organic compounds (VOCs) often resulted in many interior alkyd enamels having

significantly longer drying times, especially at cooler temperatures. In the

shipbuilding industry, anything that can reduce the schedule for building or

repairing the ship reduces cost. Paints that dry hard more quickly allow other

trades back into the area sooner and are less likely to suffer damage from other

construction activities, which means less re-work.

The shipyards also need paints that cure harder and are more resistant to

mechanical damage. The construction and repair periods for ships can be in

some ways more damaging to the coating systems than the service time due to

welding, grinding, burning, machining, and system testing. Coatings that can

better survive the shipbuilding and repair periods will likely also provide better

performance in service, and hence, reduce re-work and maintenance costs.

Shipyard Strategic Planning and Preservation

In order for ship preservation work to provide the service life intended by the

designers and expected by the ship owner, the efforts of the paint shops have to

be properly coordinated with the rest of the new construction and repair

requirements. The strategies for new ship construction painting are different than

those for repair shipyards. New construction ships typically have a long building

period and painting has to be inserted into the right times in that long span.

Repairs yards typically have to accomplish painting over a much shorter period,

but have mostly complete structures to coat, versus the thousands of small parts

encountered in shipyards for new ships.

The process of moving parts through the paint shops for surface preparation

preservation and on to the next shipyard trade for further work or installation

must be a smooth one. To achieve a balanced and smooth operation, proper

sequencing and planning of all construction and repair work is critical. Parts

arriving at the paint shops must be properly identified relative to surface

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preparation requirements, areas to be protected from paint, type and thickness of

paint to be applied, etc.

For shipboard work, the paint shop is often the last group allowed in a

compartment after the other trades have completed their work and hence,

painting becomes the "rate limiting step" in the drive to complete the ship on time

and within budget. It is also known by shipyard paint shops that many of the

other shipyard trades do not fully understand the requirements for surface

preparation, coating application and curing, and hence do not appreciate the

negative impact their activities (and lack of control on whether steel work has

been completed) can have on preservation work. This issue has been expressed

as "The number of times a painter has to keep going back to the same space to

repair the new coating that every one thought we were ready for". Rework

caused by painting areas not completely outfitted for reasons such as incomplete

hot-work, improper sequence of work, or late authorized design changes,

continues to be a cost to the paint shops.

It would be unthinkable for shipyard trades to arbitrarily reduce the thickness of

steel required by the designer or to choose to not install the full length of weld

required. Yet shipyard paint shops are regularly asked if curing times and

number of coats of paint can be reduced, or are asked to work to schedules that

are shorter than paint manufacturer's recommendations. It would be beneficial to

have more precise input to overall ship new construction and repair planning and

scheduling to account for more realistic times required for proper surface

preparation and painting, including all the activities incidental to this work, such

as clean up of spent abrasive, hook-up of dehumidification equipment, quality

assurance checks, etc.

The schedule for building or repairing the ship must also determine the best time

during the overall sequence of activities to perform the work. For every ship

structure or component, there is an optimum window of opportunity within the

fabrication schedule to perform surface preparation and painting. Costs and the

risk for less than desired paint performance are increased when surface

preparation and operations must be performed outside that optimum window of

opportunity. For example, if a structure is coated too soon in the fabrication

sequence, damage to the paint and subsequent paint re-work are inevitable. The

touchup work may not perform as well as the initial work because abrasive

blasting may not be practical late in construction. Likewise, abrasive blasting

costs will be significantly increased when the preparation work has been delayed

until after machinery has been installed due to the increased labor time for

masking and protection of that equipment.

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Surface Preparation Issues

Surface preparation continues to be the most important and least appreciated of

all the requirements of shipyard paint shops. The longevity of the applied coating

system is directly related to the quality of surface preparation. For ships,

surfaces that will be in immersed, wetted or damp conditions must be abrasive

blasted to a minimum of "near-white" metal prior to painting. Abrasive blasting is

still done primarily by individuals holding high-pressure air hoses while working

from scaffolding or "cherry pickers". Automated blasting has been tested on the

relatively smooth areas on the exterior hulls of ships, but is presently impractical

for most topside or interior areas of ships. The labor hours to collect and remove

spent abrasives and prepare the area for paint continues to be a significant cost

driver. Recyclable abrasives are used in shop blasting and are being introduced

for interior tank painting and exterior hulls as cost reduction and environmental

improvements, but the up-front capital costs for the recyclable equipment can be

intimidating even when the return on investment (ROI) appears favorable. In addition, there is a need to standardize the test requirements to ensure that

recycled abrasives continue to be fit for use and to have methods that can

effectively clean and prepare for reuse those abrasives in a shipyard

environment

Another need is for better mechanical surface preparation tools that can be used

when abrasive blasting is impractical, but that will also provide coating bond

strengths equivalent to those achieved with blasting. Some shipyards report

being required to accomplish the Steel Structures Painting Council's (SSPC)

SP10 "near-white metal" surface standard to damaged areas of any size as

opposed to a more cost-effective SSPC-SP 1 1 "power tool clean to bare metal".

This is partly because of the lack of confidence in the ability of the mechanical

tools to achieve the desired surface cleanliness and profile to support long term

good paint performance. In addition, while the SSPC-SP10 standard is most

commonly specified for immersed or wetted areas, there needs to be more study

to determine if lesser grades of surface preparation can provide the desired level

of performance when applying the latest formulations of paint. In other words, it

is possible that the level of surface preparation required may exceed the amount

needed when applying today's coatings.

Another surface preparation issue involves overcoating of aged epoxy systems.

Many times shipyards are faced with the need to use ultra high pressure (UHP)

water blasting for removal of epoxy coatings and yet maintain a suitable surface

for recoating. UPH has been known to create small fractures in the existing

epoxy system due to the "mass" impact of the water on the epoxy surface. Also,

the required profile may not be left after blasting with water. For these reasons, a

combination of techniques is often needed to ensure surfaces can be

successfully re-coated.

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The working group also expressed a desire for "hand-sized" hydroblast

equipment and better standards and equipment for "one pass" edge grinding of

steel structures. _

Paint Application Issues

Over the last eight years, shipyards have started using more plural component

spray equipment and proportional mixers for multi-component paints as

compared to standard single pump airless spray equipment. Some shipyards

report significant savings from reduced paint waste and decreased use of

solvents for cleaning spray lines when using the plural component equipment.

Guidelines for training workers on this equipment have been developed and

certification programs are being investigated. Unfortunately, too much of the

surface area on ships is still painted with brushes and rollers, which means

reduced productivity and higher costs.

Other paint application issues for shipyards are:

Capture and or elimination of overspray generated during paint application.

The use of a capture device at the spray gun versus total encapsulation of the

space to be painted should be investigated.

There is a need for coating systems, including non-skid deck systems, that

will last when applied over less than perfect surface preparations.

Increase the investment in coating application technology R&D. The cost of

surface preparation and coating application for underwater hull areas is going

up and the designs of coating technology for this area has not kept pace.

The shipyards need paints with longer windows for overcoating and that

require minimal surface preparation if the overcoating window is exceeded.

The cost of missing the overcoat window is extremely high.

Application of 100% solids coatings outside of the paint shop facilities

increases the workload due to the need for stringent environmental controls.

These coatings typically have a very narrow range of fluid temperatures that

will support successful spraying. As an example, plural component spray

equipment often must be set-up on weather decks that are unheated, so there

is an extra cost to build and heat an enclosure for the paint and the spray

pumps.

Touch up of high solids epoxy paints is more difficult due to the typically short

pot life and exothermic properties of these coatings. Some promising work is

underway to provide touch-up paint in pre-packaged kits that can be

dispensed in just the amounts needed at the jobsite. Even so, some high

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solids epoxy coatings have short pot lives that make brush or roller

application difficult.

Obtaining proper paint thickness in tight, configured structures is a problem

when spraying high viscosity paints due to the high pressures required to

properly atomize these coatings.

For 100% solids paints, the increased thickness at which these paints are

applied, combined with their hardness after curing, makes removal of

masking very difficult.

Paint shop workers need better and longer lasting personal protective

equipment for blasting and painting, such as soundproof helmets and body

cooling devices. Some shipyards use air-conditioned "waiting rooms" to rest

personnel working in tanks and confined spaces.

Robotic equipment for paint application on the exterior hulls of ships is under

development by the US Navy and others. The potential exists that such

equipment could be more efficient and provide more uniform paint films than

humans can. The business case to support use of this type of equipment,

which is typically expensive, must be developed.

Quality Assurance and Training Issues

Education and training of paint shop and quality assurance (QA) personnel are

an essential part of reducing shipyard costs. The basic and advanced concepts

of surface preparation and painting must be taught to all new paint and blast

shop workers and continually refreshed to experienced workers. As coating

chemistry becomes more sophisticated to meet environmental regulations and as

surface preparation and coating application equipment becomes more complex

and expensive, the investment in education and training will result in reduced

costs for materials and equipment, fewer mistakes and re-work, and improved

productivity.

A key component of quality assurance is related to paint shop procedures, and in

particular to how those procedures flow down to the workers. Some large US

shipyard paint shops have between 300 to 800 painters, so ensuring good quality

paint work means somehow translating the required surface preparation and

paint application information to individuals in a easy to access and clear manner.

Records for accomplishment of individual procedural steps and quality assurance

checkpoints need to be more computerized. On-the-job training for blasters and

spray painters is a must because such activities cannot be simulated on a

computer in any meaningful way. In many areas of the country, training needs to

be provided in several languages.

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One of the biggest challenges for shipyards will be in retaining qualified

personnel to do abrasive blasting. The nature of this work is hot, dirty, noisy and

dangerous. Personnel must be dressed in protective clothing for long periods

and work in very uncomfortable conditions. Because coating longevity is directly

related to the quality of the surface preparation more than any other paint shop

parameter, shipyards must make special efforts to train and retain capable blast

personnel.

The introduction of plural component spray equipment into shipyards has

required increased training. Plural component proportioning equipment can

expensive, often costing up to $70,000 for a single spray rig. Some units use

computers to ensure a proper mix of the resin and catalyst components. The

capital expended to purchase this equipment will be wasted if training is not

performed regularly. Motivating paint shop workers to embrace new technology

and procedures is often a challenge. People become comfortable with what they

know (or think they know). As an example, in one shipyard assignment for

training on plural component spray equipment was often seen by the trainees as

a significant potential risk for failure rather than an opportunity to learn a new

skill. The US Navy is considering a certification program for personnel who

operate plural component spray equipment.

Another issue involves quality of work and oversight. Quality assurance

inspectors do not always have sufficient training or are not given sufficient

responsibility and authority to stop work without the fear of retaliation, which

results in a lack of true third party QA. Another issue occurs when coating

inspectors with minimal knowledge and experience are assigned to perform QA

on major projects and who then over-assert their limitations. Some of this

problem can also be related in imprecise specifications that leave too much room

for interpretation. It was the consensus of the group that QA inspectors should

have previous hands-on experience as blasters and painters.

Receipt inspection of paints is vital in order to have a successful preservation

system. While paint manufacturers typically perform a series of conformance

checks on paint before shipment, it is in the shipyards' interest to verify that only

good quality paint is used for the work. The cost and time to perform receipt

inspection of paint, either on an "every batch" or "skip-lot" basis, can easily be

exceeded by just one crisis in a shipyard where poor quality paint has been

applied. One reason for this large effect is that the existence of bad paint on a

ship, and the efforts to remove it and re-apply good paint, can affect many other

shipyard trades' work and schedules. For example, installed components may

have to be removed and system tests may have to be repeated.

The most important need for training identified in a 1999 survey of large US

shipyards was for paint shop personnel involved in cost identification and control.

This attribute is seen as one of the weakest in most paint shops' capabilities. In order to control costs, one must be able to identify, calculate, and accurately

report those costs to management. However, few yards have been given the

167
training, tools and personnel to perform this task to the degree it deserves. For

that reason it is suspected that many hidden costs and potential savings are not

being identified because of lack of sufficient training of paint shop personnel in

this area. "Lean manufacturing", "six sigma" and similar concepts are making

their way through the US shipyard paint shops, but these efforts will not

necessarily capture the key areas where training will make the difference.

Other key needs identified by the working group that are related to quality

assurance and training included:

• Better mockups for training blasters and painters.

• Blasting and painting procedures must be defined simply.

• Pre-job conferences for blasters and painters are vital for success of a

project.

Environmental Issues

By any measure, it can be said that the large US shipyards and the paint

companies that supply them have successfully adapted to the federal EPA's

National Emission Standards for Hazardous Air Pollutants (NESHAP) from

painting during shipbuilding and ship repair. Paints with compliant volatile

organic compound (VOC) contents are available to serve most, although not all,

the needs of the industry. There are still some specialized coatings for which

VOC-compliant versions are sometimes difficult to find (for example, varnishes

for electrical windings and components), primarily because the low volume usage

of such coatings in the shipyards does not encourage development and approval

of new compliant coatings by the paint manufacturers. Any reductions in the

current limits in VOC content will cause a new round of testing and

experimentation to ensure the new products will perform as well and will support

ship construction and repair producibility parameters to at least the same degree

as the present coatings.

A continuing issue for US shipyards involves the regulatory requirements to keep

detailed records of paint usage and insure that all applicable federal and state

environmental regulations are complied with. Because federal, state and

regional environmental regulations for paint often read differently, paint shops

must be continually vigilant to ensure compliance. Some ships require more than

100 different coatings and new ships can be constructed over as long as seven

years, so paint usage databases need to be more fully computerized and

inexpensive to manage. It would be helpful to the shipyard's documentation

processes if a national uniform bar code standard was established for shipyard

paints. The bar code should contain information about the paint chemistry

relative to the percent weight of the volatile organic compounds and hazardous

air pollutants, specific gravity, batch number, container size, dates of

manufacture and expiration, date of the Material Safety Data Sheet (MSDS), etc.

168
This would allow environmental data to be accumulated electronically upon

arrival of the paint at the shipyard, and that data "rolled up" to the periodic reports

required by the government agencies. The bar code would also support better

tracking of the paint while in the shipyard relative to traceability to design

requirements, shelf life, material usage and disposal.

Better methods are needed to separate waste paint, blasting grit and waste

solvents. Better methods are also needed to predict the amount of waste to be

created from the work to be done. The amount of paint and blasting grit needed

must be factored into all parts of the operation (e.g., bidding and estimating,

planning, re-work, cost, schedule, etc.).

Summary

The oceans are unforgiving relative to corrosion on ships. This paper has

identified the key preservation issues confronting the shipbuilding and ship repair

industries in their attempt to meet that challenge. In order to preserve the value

of ships and ensure the safety of their crew and cargo, ships need cost-effective

preservation systems that can perform well under a variety of harsh conditions.

Proper corrosion control designs, smart strategies for preserving ships during

new construction and repair, practical and durable surface preparation and paint

application tools, and good quality assurance and training are all necessary to

achieve that result.

169
"Rationalization and Optimization of Coatings Maintenance Programs for

Corrosion Management on Offshore Platforms"

Paul E. Versowskv

Facilities Engineering Advisor

ChevronTexaco

A "white paper discussion" on the challenges of corrosion management in the

offshore environment, and the opportunities presented through cooperation [ among energy industry operators, coatings industry vendors, and government

regulators.

Introduction

The purpose of this document is to generate discussion among interested parties

on the topic of corrosion management on offshore structures. It is intended that

this "white paper" will grow over the next week, during the workshop and beyond

into a set of recommendation for industry and regulators to use for effective

management of the practice of using coatings for corrosion management on

offshore structures.

Interest in the topic of corrosion management and funding for this workshop were

supplied by the Minerals Management Service (MMS). Recently, the MMS has

required offshore operators to report the condition of platform coating systems, a

primary tool in the corrosion management of offshore platforms Results are

reported as part of the annual topsides inspection reporting (API RP2A Section

14 - Level 1 Inspection). Significant questions arose concerning the criteria for

reporting.

Corrosion Protection: State-of-Practice

Protecting against corrosion on offshore structures generally comes down to

preventing the oxidation of steel in the humid, salt laden environment that exists

offshore. In terms of corrosion protection, platform designers in the Gulf of

Mexico divide a structure into three distinct regions: underwater (immersed

zone), waterline or splash zone (+/- 10 feet from MLW) and topsides (+10 feet

and above).

In the underwater or immersed zone good practice is characterized by the use of

anode based cathodic protection systems which, when properly designed and

170
maintained, inhibits corrosion extremely well. The integrity of these systems are

annual checked by monitored the anode driven potential between the platform

steel and the surrounding saltwater. _

In the splash zone, just above and below the water line, good corrosion

prevention practice is characterized by minimizing the amount of structure in the

water surface plane, and wrapping structural elements that pierce the water line

with barrier materials such as Monel, Tideguard, and Splashstron. Properly

applied, these materials are very effective at preventing corrosion in what is

considered the area of a platform with the highest potential for metal loss.

Nonstructural elements such as risers, sumps, well conductors, boat landings,

etc. in the splash zone may be wrapped with barrier materials or protected with

multi layered coating systems. All systems in the splash zone fall prey to the

mechanical damage of wave action and boat impact.

Above the splash zone the platform topsides consist of structure elements,

equipment and piping, wells, etc. Topsides elements are generally protected

against corrosion by coatings. This white paper and the workshop are

focused on issues and practice associated with these coating and the role

they play in Corrosion Management of Offshore Platforms.

I. - Corrosion Management (Initial Coating)

No discussion on corrosion management, and specifically on the life of coating

systems, can start without acknowledging the value of proper selection and

application of the original coating system. The offshore industry can and will

continue to focus on materials, surface preparation, proper application,

inspection and testing. Coating inspectors and coating applicators must

understand and aggressively apply good practice in the proper application of the

original paint system. As coating materials are developed with the potential for

longer life and better adhesion, the proper application of the product will be

critical in meeting project metrics for corrosion management.

Workshop Topics for Discussion (Initial Coating):

• Protection of People and Environment

• Product Selection

o Application conditions

o Service conditions

• Surface Preparation

• Application

• Inspection

• Metrics

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II. - Corrosion Management Program (Corrosion Management and Coatings

Maintenance)

In general, corrosion management begins the day the structure is coated in the

fabrication yard. We have already stressed the importance of the attention paid

to the initial coating on the structure. However, when we consider the 20 to 40

plus years of the life of an offshore facility and the problems associated with

coating repair and replacement in the offshore environment a much larger

challenge arises.

Please note that we are not focused here on coatings management, but on

corrosion management. Corrosion management is the term given to actively

observing and assessing metal loss, while assuring that the functionality of the

structure or process is maintained. An obvious example of the direct application

of corrosion management with or without coating is the "corrosion allowance."

The corrosion allowance is the additional steel the designer will add to a platform

component to account for the 8-12 mills per year of corrosion. Such practice

is/was common and fundamentally sound practice.

Topics for Discussion (Corrosion Management and Coatings Maintenance):

• Protection of People and Environment

• Corrosion Management

o Inspection

o Coating Breakdown

o Steel Loss

Surface corrosion vs. Steel loss

o Corrosion Drivers

Cathodic protection

Spurious currents

Corrosion cells

• Coatings Maintenance Plan

o MMS's A, B, C descriptors

o ChevronTexaco's A, B, C, D, E, F descriptor

o Product Selection

Application Conditions

Service conditions

o Surface preparation

• o Proper application

o Inspection

o Metrics

• Other considerations

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Workshop Input

During approximately 7 hours of work group meetings, spirited discussion was

held on the subject of coatings for offshore structures. Although several of the

discussion topics received floor time, the work group sessions were dominated

by discussion of the recent MMS request for a topsides coating systems

assessment on all Gulf of Mexico platforms using an assessment classification

that most platform operators found difficult to apply.

Below is a summary of the main topics discussed and an estimate of the

percentage of time spent on each topic.

• Coating/corrosion assessment criteria - 80%

• Need to attract people to tlie profession 4%

• Support research on coatings - 5%

• Clarity of information on allowable surface chlorides - 3%

• High cost of new equipment - 3%

• Coast Guard and MMS inspectors should attend NACE training

-2%

• Feedback loop between consumer and coating industry - 2%

• Miscellaneous other - 1%

Given the level of expertise present in the workshop and the quality of discussion

the work group quickly distilled the discussion into seven (7) recommendations.

Recommendations and Discussion

Recommendation #1

• Develop coating/corrosion assessment criteria and acceptable

corrosion levels for use by corrosion engineers and regulators

in the development and assessment of Asset Integrity

Management Programs.

A recent MMS initiative requiring the reporting of a "coating system assessment"

on all platforms under their jurisdiction in the Gulf of Mexico was the catalyst for

the work group discussion that evolved into this first recommendation. The state

of practice for managing corrosion by operators could not be matched by any

standard or guideline in the coatings or the corrosion industry. MMS began to

realize that the offshore industry had a unique set of problems that was dealt with

within an Asset Integrity Management Program in which coatings were used as a

tool for corrosion management. Blasting and painting were postponed in favor of

173
sustaining production to meet contract obligations. Passive corrosion is tolerated

provided that the functionality of the resource was not impaired.

The MMS proposed a simplified A, B, C classification as follows:

A - Good Condition, no maintenance needed within 3 years

B - Fair Condition, Maintenance will be required within 3 years

C - Poor Condition, Maintenance needed within 12 months

Operators with a Corrosion Management Plan did not find it difficult to respond to

the MMS assessment request. It was a matter of extracting from the plan the list of structures that were to be painted in the next year (C's), 3 years (B's); and all the rest became A's.

This approach inevitably led to the question, "What are the criteria used for

determining when a structure needed coatings maintenance". The answer to this

question is wide ranging. Some used a coatings repair philosophy; while others

were based on substrate corrosion activity. Few thought the Structural Steel

Painting Council coatings deterioration guidelines applied.

It is suggested that a matrix approach defining corrosion assessment in terms of

"coatings deterioration" and "degree of substrate corrosion" was an essential part

of corrosion management. Appendix A shows an example of how such a matrix

might look. Various examples of this approach were being utilized in corrosion

assessment programs.

Other elements of the corrosion assessment program necessary for consistency

and reproducibility in the A, B, C condition assessment for offshore platforms

include:

• Component dependent corrosion assessment matrices

• Structural elements

• Wells

• Piping and equipment

• Stairs, walkways, handrails, etc.

• Location data

• Extent of corrosion by Location on the platform

Recommendation #2

• Protection of People and Environment

• Need to attract people to the profession

• Year round work

• Certification

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The offshore coating industry is a good place to work. Attracting and

retaining quality employees has improved; given the excellent PP&E

initiatives. However, attracting good, talented employees could be further

improved by offering a steady weekly paycheck. Blame for lost pay is

often blamed on coating materials with low tolerance to environmental

conditions. In addition, both coatings contractors and clients will benefit by

attracting and holding quality personnel by offering training and

certification : both of which have a known impact on safety, employee

morale and salary.

Recommendation #3

• Product Selection

• Support research on coatings:

• That can be used year round in offshore

conditions

• With "inhibitor based technology"

• Water Borne Epoxy

You will always hear a recommendation for higher quality coating

materials. From both the contractor and client viewpoint, research into

more durable, longer life coatings that are more tolerant of the application

environment are needed by industry. Coatings which can be applied year

round support recommendation #2.

Recommendation #4

Surface Preparation

• Improve the dissemination and clarity of information on

allowable surface chlorides.

Ongoing work in this arena was discussed and standards are being

prepared. Efforts to disseminate the information would be forth coming.

Techniques for reducing surface chlorides were also discussed.

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Recommendation #5

Application

• Use and deployment of new coating technology is

hampered by high cost of new equipment. Look into

what can be done to utilize existing equipment; lower

the cost of new equipment; or provide the financial

incentives needed.

Although not necessarily a research topic, more an economic condition; it was noted that some of the new coating materials required application

equipment that was state-of the art. Where ever possible coatings

developers should consider the economic impact new equipment has on a

contractor.

Recommendation #6

Inspection

• Suggest that Coast Guard and MMS inspectors should

attend NACE training to improve knowledge and

consistency.

MMS noted this need and will consider developing a training program for

MMS inspectors.

Post-workshop note: MMS has acted quickly. An in-service inspector

training course was developed and the first training was held first week of

October 2004.

Recommendation #7

Metrics

• Feedback loop between consumer and coating industry

need to be improved. Problems are generally reported

and investigated; however, successful applications

rarely are investigated to confirm good practice.

Although this is the last recommendation from the workshop, it could

possibly be the most important. Continuous improvement in any industry

requires a feedback loop that includes performance metrics, lessons

learned, and best practice. Although examples of post project feedback

can be pointed out, especially when poor performance is involved,

effective feedback at critical mass does not exist. Given the economics

176
and competitiveness of the industry, and the fact that the consumer will

benefit most from the feed back, the consumers need to take the lead in

improving the situation.

Appendix A

Structural

Coat ng deterioration

0-5% 6-10% 11-25% 26-50% 51-100%

Degree

of

substrate

corrosion

None/ rust

staining/light

rust

A A A A A

General

light rustpassive

A A A A A

Heavy rust - -active A A A B B

Deep pitting

A B B B C

Significant

Metal loss B C C C C

MMS Coatings Assessment Classification

as function of

Coating Deterioration and Degree of Substrate Corrosion

Table A.1 - Example of Proposed Classification Matrix.

177
Coatings for Pipelines

Sankara Papavinasam and R.Winston Revie

CANIVIET Materials Technology Laboratory

Natural Resources Canada

568 Booth Street

Ottawa, Ontario

Canada K1A0G1

Email: spapavin@nrcan.gc.ca and wrevie@nrcan.gc.ca

Abstract

Following are the main R&D issues that were identified in the area of coatings for

pipelines, listed in decreasing order of priority; i.e., item 1 is the top priority item

for R&D. Items with the same number were ranked equally in terms of relative

priority.

1. Database on Coating Performance

An unbiased third party will compile an industry-wide historical database on

coating performance and evaluate the data critically.

2. Performance of Field-Applied Coatings

Effects of environmental conditions and variations in coating procedure on

performance of field-applied coatings

Curing time compared with time to burial or immersion

Adhesion of field-applied coating and mill-applied coating

Long-term field evaluation of pipeline coatings

A national or international program.

Coated pipe samples to be installed in the field at carefully selected

locations representative of different environmental conditions.

Several monitoring methods to be used.

In addition, evaluate coating performance at constant and fluctuating

temperatures with transient and cyclic temperature fluctuations.

1-day scoping meeting to be held, most likely in the fall of 2004

3. Effects of stockpiling on coating performance

Temperature

UV

Time

Development of practices for evaluating coatings for service under extreme

conditions

Offshore, deep-sea

Onshore Arctic

Onshore Equator

Include 3 types of coatings:

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Anti-corrosion coatings,

Abrasion-resistant coatings, and

Insulation coatings

4. Standardization of test methods for evaluating coatings

Development of coatings with anti-microbial properties

Introduction

Coating performance depends on the events taking place during the five stages

of the coating lifetime:

1 . Manufacture,

2. Application,

3. Transportation,

4. Installation, and

5. Field operation.

Objectives of R&D are to clarify the following issues^"^:

• What are the chemical and electrochemical conditions and their changes under

realistic pipeline environments?

• What are the conditions that are independent of coating type?

• What are the conditions that depend on coating type?

• What are the failure modes of coatings on an operating pipeline?

• How are the failure modes identified?

• How accurate are the field monitoring techniques?

• Do the standard tests simulate the chemical and electrochemical conditions of

the field environments?

• Do the standard laboratory tests simulate the failure modes in the field?

• Are the acceleration effects (e.g., aging, extreme CP potential, and elevated

temperature) in the laboratory tests relevant to field conditions?

• What information from the laboratory data could be transferred to field

performance?

• What are the assumptions to be made to transfer the data?

• How is the validity of the prediction of field performance monitored and verified

in the field?

The state-of-the-art on our understanding of performance of pipeline coatings is

discussed in this white paper, along with R&D to be carried out to address the

main issues. The R&D topics were prioritized at the Workshop, and the results of

the prioritization are presented in this paper.

Manufacture of Chemical Components

Figure 1 lists the coatings used in different time periods in the twentieth century"^"

A comprehensive laboratory analysis of factors leading to coating failure^^

179
and loss of adhesion has been performed. Some of the earliest coatings

applied are still in service and are still available for application on new pipelines.

Over a decade ago, the concept of polyurea spray elastomer technology was

introduced. This new application was based on the reaction of an iso-cyanate

component with an amine blend. Advances in both the chemistry and application

equipment for coatings have enabled continuous evolution of coatings.

Coating Chemistry

Although finger printing of the products is used for quality control (QC) purposes,

this method is not 100% reliable.

X The relationship between coating chemistry and corrosion protection is not

clear.

Previous investigations were undertaken to explore any possible effects of

cathodic protection to disbond pipeline coatings. These studies focused on the

electrochemical reactions and chemical changes that occur in the environment at

the steel surface and characterized, using Fourier Transform Infrared (FTIR),

Auger electron spectroscopy (AES) and X-ray photoelectron spectroscopy (XPS),

the surface chemistry of steel samples taken from areas where the coating was

disbonded.

Simple test procedures have been developed to assess^^:

1 . The degree of reaction (cure) of the applied FBE (fusion bonded epoxy)

coating,

2. The adhesive bond strength of the coating to the steel pipe substrate, and

3. The void content of the coating created by bubble entrapment or gas

formation during application.

All investigations were carried out using FBE coating as the model system^^ ''^.

Filling the gaps in knowledge requires that the manufacturers be willing to

disclose not only the coating formulations but also the ratios in which the different

components are present in the formulations. Within the composition range of

generic coatings, the formulations change widely without any significant change

in the corrosion protection properties. Although a relationship between coating

chemistry and corrosion protection is important, any attempt to fill this gap will

involve significant R&D.

Laboratory Evaluation

Evaluation of existing coatings is the first important step in the development of

future coatings. Several methods have been used over the years to evaluate the

180
tests. Table 1 presents a list of standard tests that can be used to evaluate

coatings. The standards are the widely accepted baselines, although further

improvement and consolidation of various national standards are needed.

It is not entirely clear which laboratory tests should be used to evaluate a

particular property of a given coating and which laboratory tests are suitable for

specific coatings.

• Consolidation of laboratory methods to develop generic tests, leading to

specific test methods for specific coatings, should be considered.

Long-Term Prediction/Life-Time Cost

Current and potential distributions inside the crevice of a simulated disbonded

coating with a holiday during cathodic protection (CP) of steel were measured

experimentally''^. Based on the comparison of experiments and numerical

simulation of a cathodically protected buried pipe with coating failures, a model

was developed. The agreement between the results demonstrates that

numerical simulations are acceptable for cathodic protection systems in highresistivity media'^^.

Two- and three-dimensional boundary element mathematical models have been

developed to model the performance of CP designs. The models offer a

convenient tool to quantify the performance of a CP system and allow the user to

determine the influence of relevant parameters, such as soil resistivity, coating

damage, and anode type and spacing. The model can also be used as an

educational tool to identify the factors that control CP performance under

different operating conditions''^.

A boundary element mathematical model was used to assess the influence of

cathodic protection (CP) design parameters on performance of a parallel-ribbon

sacrificial anode CP system for coated pipelines. The model accounted for

current and potential distributions associated with discrete holidays on coated

pipelines that expose bare steel to the environment. Case studies, based on the

CP system used to provide protection to the Trans-Alaska pipeline, were

selected to show conditions under which a given CP system will and will not

protect a pipe''^.

The General Electromigration Model (GEM) has been used with modifications for

electrochemical kinetics''''. The cathodic hydrogen evolution rate and anodic iron

dissolution rates were both found to affect the pH inside the crevice. The model

also predicted that formation of iron carbonate, observed extensively in some

pipeline failures, occurs under a specific combination of iron dissolution rate and

hydrogen evolution rate. GEM provides a unique modeling tool because it is

flexible enough to test the effects of a variety of environmental conditions as

181
input parameters and because its predictions of solid mineral formation in

crevices can be tested against field experience. The changes in crevice pH and

potential were measured experimentally using microelectrodes.

The occurrence of corrosion and stress corrosion cracking (SCC) under a

disbonded coating on a pipeline is determined by a variety of factors including

groundwater composition, soil conditions, presence of alternating wet/dry

conditions, coating type, cathodic protection, and operating conditions. The

Transient Electrochemical Coupled Transport (TECTRAN) code predicts the time

evolution of the environment under a disbonded coating''^.

However in all the modeling work, the plurality of coatings has not been

addressed. In one study, it was determined that for the coating thicknesses

examined and over the time period observed, coal tar enamel and polyethylene

tape acted as inert barriers, and no permeation or ionic migration through these

coatings was observed. The FBE exhibited slight ionic migration and was found

to be cation selective^^.

Electrochemical Impedance Spectroscopy (EIS) is a good tool to investigate the

deterioration of coating on a metal. Electrochemical impedance spectroscopy

provides two very important pieces of information: the change in capacitance of

the organic film that relates to water uptake and the deviation from purely

capacitive behavior of the film. For gas pipelines, the equivalent circuit

parameters in the presence of disbonded coatings have been established^^. The

parameters of the model are the coating thickness and the area under the

disbondment. A coated pipeline can be modeled as a sequence of simple

equivalent circuits, which can be handled using standard theory to yield the

observed impedance in terms of the values of the circuit elements in the line. The

proposed models have been tested to verify their applicability for predicting sites

of corrosion in buried pipelines. The effect of a few geometrical and physical

parameters has been investigated, and results have been compared with the

output of laboratory and field measurements. In some cases, the adjustment of

literature parameters has been enough to obtain good agreement of field and

laboratory data; modification of the equivalent circuit has, however, been found to

be necessary. But there is no universally accepted method of using EIS for

coating performance. Future research in this field is required before the method

can be used with confidence.

Development of pores in the coating or disbonding of an electrolyte-saturated film

causes deviation from capacitive behavior. For either case, conducting paths

develop through the coating. Research to evaluate the nature of these

conducting paths would provide valuable insight into the degradation of the

coatings. Little information exists on the relationship of EIS data to the protective

properties of organic coatings.

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Low cost computing power is having its impact on all areas. In recent years, the

use of microprocessors in the design of instrumentation has brought computing

power into the hands of people working in quality control. These analytical

techniques are now being applied to coatings, particularly for coating thickness

assessment when continuous processing is applicable.

• A comprehensive model to predict long-term performance of coatings should

be developed based on carefully controlled laboratory experiments as well as

from field experience with older coatings, such as coal tar and asphalt, and

modern coatings, such as FBE and urethane, using the power of modern

computers and intelligent systems, e.g., artificial neural networks.

Temperature Effect

In some applications, one of the critical properties of external organic coatings is

resistance to high temperature. It has been found that most organic coatings

have problems at temperatures higher than 80°C. There is a need for hightemperature performance in oil and gas pipelines, especially near compressor

stations for natural gas transmission and in the transport of higher viscosity crude

oils. The operating temperatures of pipelines extend to 275°C. Applicators,

coating manufacturers, and owners are working to overcome the challenges

associated with high temperatures. Currently no industry standards exist to test

high temperature coatings. Manufacturers are developing high temperature

coatings based on in-house testing. It is recognized that conventional test

methods, such as cathodic disbondment, may not be appropriate. The primary

challenge is to obtain adequate flexibility with high temperature performance.

For this reason, design criteria for high temperature test methods and for life prediction need to be established.

The criteria for testing coatings for higher temperature applications are not the

same as those for lower temperature application. For example, coatings with

good cathodic performance, adhesion, barrier properties, impact resistance, and

flexibility will protect the pipeline over the lifetime. At elevated temperatures,

cathodic disbondment performance may not be relevant if the coated pipe is

insulated. But good adhesion, barrier properties, flexibility, and resistance to

movement at higher temperatures are necessary.

The question is not, "How do we design the perfect high temperature coating?"

Rather, it is, "How do we know that we have designed it?"

• Based on a systematic study, the temperature limits of existing tests should be

explored, and tests to evaluate products for elevated temperature applications

should be developed.

183
Application

In general, conditions are better for application of coatings in the mill than in the

field. Most modern coatings are applied in the mill.

• Whereas many of the issues of mainline coatings are well understood and

standards for mainline coatings have been developed, there is now a need to

focus on field applied coatings, both repair and joint coatings.

Surface Preparation

Resistance of a coating to disbondment is a property affecting all forms of ( corrosion; an intact coating that prevents contact of electrolyte with the steel ' surface will mitigate all forms of corrosion. Studies show that inadequate grit

blasting can increase corrosion and stress corrosion cracking susceptibility by

creating stress raisers at embedded mill scale. Grit blasting produces anchor

patterns suitable for adherence of coatings.

A study of atmospheric exposure of cold applied coal tar enamel coatings

revealed that systems applied to wire-brushed surfaces, primed or unprimed,

failed within one year. On the other hand, the same systems on sandblasted

surfaces, both with and without primers, were in satisfactory condition after five

years' exposure in the same environment^^

Studies have concluded that visual evaluation (degree of blistering, rusting and

creep of blistering and corrosion from a scratch) is not sufficient to predict the

effect of surface condition on coating properties'^.

An investigation on the effect of surface contamination included a study of the

presence of varnish or previous coating on the pipe, phosphoric acid treatment,

water, and grit or shot quality. The presence of contaminants on the pipe surface

was identified using EDAX (X-ray energy dispersion analysis), optical and

electron microscopy analysis, grit and water conductivity, and acid wash location. j The results indicate that all varnished pipes presented high cathodic disbonding

(above 17 mm). This high cathodic disbonding was attributed to varnish particles

located on the anchor pattern of the pipe surface. It was also found that

phosphoric acid application after blasting gives better adhesion and less cathodic

disbonding. This has been attributed to the surface active pattern provided by

the acid that gives better interaction between the pipe surface and FBE^'.

Based on R&D to evaluate the performance of FBE coatings on contaminated

and uncontaminated surfaces with and without phosphoric acid treatment, the

following conclusions were drawn'"^: Acid wash treatment greatly improves the

performance in CD tests if the surface was initially contaminated. Chloride

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contamination is the most difficult type of contamination to remedy, because of

pitting corrosion.

Based on adhesion ratings after hot-water immersion, the maximum tolerance

levels of FBE coatings^^ applied over contaminated steel surfaces were at the

threshold limit values: chloride (5 |jg/cm^), sulphate (7 |jg/cm^), nitrate (9

|jg/cm^), and ferrous ion (24 |jg/cm^). Accelerated performance testing of FBE

coatings on ion-contaminated steel substrates revealed that the following coating

parameters are functions of contaminant ion concentration: (1) tensile bond

strength after hot-water immersion, (2) blister size and density after hot-water

immersion, and (3) degree of disbondment after accelerated cathodic disbonding.

One study of FBE coating performance was conducted using coupons removed

from contaminated production pipe. The steel coupons with contaminations

higher than the threshold level failed in the hot-water immersion test, whereas

those with lower levels of contamination passed the test.

The use of water jetting and water cleaning has increased recently with advances

in equipment technology, the continued concerns with dusting caused by

abrasive blast cleaning, and a heightened awareness of the need for chemically

clean substrates. NACE 5/SSPC-SP 12 was introduced in 1996 (as an update to

NACE Standard RP0172) to describe levels of cleaning using water for

substrates to be painted. The NACE and SSPC abrasive blast cleaning

standards are well known in the coatings industry, and field inspectors are very

familiar with their use and interpretation. Additionally, the blast cleaning

standards clearly describe one end condition of the substrate to be painted. In

contrast, NACE 5/SSPC-SP 12 describes four end conditions of the substrate for

visible cleanliness and three conditions for non-visible cleanliness. As a result,

the specifier must make specific choices when invoking NACE 5/SSPC-SP 12.

A review paper on the surface preparation standards in various countries was

published recently with the intention of determining whether there is a prevailing

or common standard in use. Discussions with users in Europe, United Kingdom,

Middle East, Japan, Australia and Venezuela have revealed a trend away from

national standards towards International Standards^^.

Grit blasting increased the cathodic disbonding resistance of coal-tar enamel and

FBE coatings, but did not increase the cathodic disbonding resistance of

polyethylene tape. Grit blasting also beneficially alters the corrosion potential of

the pipe^^

Whereas the effects of different surface preparation techniques are well

established, the tolerance in the variation within the surface preparation

specification is not clear. This aspect is especially important because there are

limitations on the control of surface preparation that is possible in the field.

185
• The effects of minor variations in surface preparation on long-term coatings

performance need to be established.

Temperature Effects

The intercoat adhesion of coatings cured using cross-linkers depends on both

temperature and humidity. The addition of thinner promotes intercoat adhesion

failure. The conversion of the amine to amine carbamate salts at or near the

surface, resulting in incomplete curing at the interface, is responsible for intercoat

adhesion failure.

The rate of reaction between the amine and the epoxy prepolymer, and the

humidity level, are key factors in the intercoat adhesion of epoxy coatings. At

appropriate temperatures of application, the rate of reaction between the amine

and the epoxy prepolymer is rapid, causing the formation of coatings with good

intercoat adhesion. However, at lower temperatures, the rate of the cross-linking

reaction is decreased, allowing moisture to permeate the coating and solubilize

the amine. In its solubilized form, the amine reacts with carbon dioxide to form

stable carbamate salts incapable of reacting with the epoxy prepolymer. In addition, the degree of cross-linking also depends on the RH level to determine

the degree of solubilization of the amine that can be converted to the carbamate

salt. The appropriate level of applying the coating is generally determined by the

glass transition temperature^^.

Relationship between application temperature and coating performance

needs to be established.

Installation of Pipeline

During installation, minor coating damage is bound to occur for various reasons.

It is very important to ensure that the pipe coating is adequately tested and that

all defects are repaired.

Stockpiled Coating

The breakdown of powder polyester coatings when exposed to UV radiation

(270-390 nm, peak -313 nm) has been explored by monitoring changes in their

ion transport properties using impedance spectroscopy. EIS demonstrated that

one manifestation of weathering was the development of an increased level of

porosity in the films that could be measured quantitatively. The results from

impedance spectroscopy were supported by SEM and gloss loss

measurements^^.

186
The effect of UV on stockpiled coatings is well known. The extent to which

stockpiling affects coating performance is not known.

• Influence of stockpiling on coating performance should be established.

Joint Coating

Historically, the major problems associated with field-applied coatings were

directly related to the sensitivity of prevailing environmental conditions, such as

substrate cleanliness and preparation, and application technique (including

curing time). In addition to good "in service" performance, systems should be

easy to apply and tolerant to environmental conditions. While pipeline coating

plants have been developed to apply advanced coatings to strict specifications,

specifications for coatings applied to field joints have not received the same

emphasis.

The increase in use of high quality and expensive pipeline coatings has

heightened the need for field joint coating systems to match the quality of factory

coatings. A comparison should be made between the different field joint coating

systems in terms of technical characteristics, cost, and ease of application in the

field. Because of the lack of international standards, pre-qualification trials and

production testing in the field are important.

• A systematic study on the effects of field conditions and variations of

procedure during the application of joint coatings, including the field

performance of the coating, is recommended. This study should include the

cohesive and adhesive strength of joint coatings.

Backfilling

There are several factors relating to backfilling that influence coatings. These

are soil type, drainage, topography, temperature, and electrical conductivity. The

Canadian Energy Pipeline Association (CEPA) has classified the soils in Canada

into seven (7) types (Table 2). Even though backfilling is very important, no

systematic experimental data are currently available on the effect of backfilling on

coating performance.

Fine backfill around the pipe is used to protect the pipe from heavy and sharp

rocks or other objects. In addition, the system can include a layer of geotextile

fabric just above the fine backfill as additional protection against damaging

187
In very rocky areas, pipeline-construction operations sometimes dictate that an

external impact-resistant or barrier material be applied over the pipe to protect

the coating from damage during backfilling. The use of a specific backfill, such

as compacted sand, is often specified. As an alternate, a barrier coating of

concrete or urethane foam can be applied over the coating. Although high

resistance and resistivity are normally associated with a propensity for shielding

of cathodic protection current, the resistivity of a barrier material and the

corrosion rates and polarization characteristics of the underlying steel are

important when considering the potential for shielding and the protection

capability of the barrier material^V

The Office of Pipeline Safety (OPS) is currently conducting two projects,

"Improvements to External Corrosion Direct Assessment Methodology by

Incorporating Soils Data" and "Emerging Padding and Related Pipeline

Construction Practices". The projects are expected to produce benchmarks for ! comparison of variety of soil types, and existing as well as emerging practices, to t provide a basis to assess improvements to current practices^^.

• Realistic backfill impact testing that includes a method to evaluate the

compaction produced by backfilling should be carried out to determine the

effect of backfilling on coating performance.

Soil Forces

Shear properties of pipeline coatings with elastomeric adhesives are frequently

measured in the laboratory. These measurements are expected to correlate with

the ability of the coating to withstand the forces of soil burial and movement. The

parameters of the laboratory methods are based on calculations of soil forces on

pipeline coatings from an analytical model and from finite element analysis^^'^^.

An apparatus was designed and built to carry out peel and sheer tests at different

temperatures. The peel test procedure allows for the measurement of shear

strength, which is directly comparable to shear stress sustained by coatings on

buried pipelines. The results have shown significant differences between the i adhesion properties of individual products. The shear and peel strengths of the

coatings are strongly affected, as shown by an exponential drop with increasing

temperature. The results conform to an Arrhenius relationship between

temperature and the peel and shear strengths®'^.

In one project, existing test methods were examined to determine their

applicability to horizontal directional drilling (HDD) and slip boring loads. Two

generally applicable methods were identified, Technical Inspection Services'

(TISI) Gouge Test and Taber Abraser Test (ASTM D 4060). Both these methods

are related to the soil conditions, for which the rotary abrasion tester has been

188
designed. The results can be used to predict coating wear during HDD

installation through rock^^.

• Focused effort to understand soil forces (both physical and chemical) on

coating performance will provide useful information for developing strategies to

protect coatings.

Construction of Frontier Pipelines under Extreme Temperature Conditions

Offshore deep sea pipelines may be exposed to very low temperatures (as low

as -65°C). In the near future, the construction of northern pipelines for

transmission of natural gas will begin in North America. Construction in the

harsh northern climate, with temperatures as low as - 45°C and in remote locations will impose unique challenges for protective

coatings on pipelines. Methodologies for evaluating and selecting pipeline

coatings for use on pipelines under extreme conditions will have to be developed,

considering the extreme climatic conditions to which the coated pipe may be

subjected before it is installed and before operation begins. It is critical that the

design of coatings be adequate to protect the pipelines under long-term, severe

environmental conditions, including the extreme climatic conditions that will apply

in the North before the pipe is installed and operation begins.

• Recommended practices for evaluating coatings for northern pipelines need

to be developed and incorporated in standards

Field Testing of Coatings

Repair Coatings

A number of factors that are important in the performance of mainline coatings

are also important for repair coatings, including: cathodic disbondment,

adhesion, resistance to moisture penetration, impact resistance, penetration

resistance, performance at service temperature, abrasion resistance, soil stress,

burn-back resistance, chemical resistance, and general handling behavior. In addition, because the repair coatings are applied in the field, the factors

discussed in joint coatings are also important. In spite of the importance of repair

coatings, no special tests or procedures have been developed to evaluate

them^^

Correct material selection can provide substantially improved coating

performance and economy. No specific method for repair coating selection

exists. The development of field-proven, reliable criteria for selecting and

evaluating repair coatings is essential in order to make the best use of available

materials and processes. The development of accelerated tests that closely

189
resemble actual field application and service conditions would be useful in the

realistic evaluation of repair coatings.

• Tests to evaluate repair coatings, including evaluation of cohesion within the

repair coating and adhesion to the mainline coating and to steel pipe, should

be developed.

Field Performance

Monitoring

Several techniques are available to detect defects in coatings on buried

pipelines. A critical review and evaluation of the Pearson survey, close interval

survey, coating conductance parameter, electromagnetic current attenuation, and

DC voltage gradient methods have been provided, with the advantages and

disadvantages of each method identified^''. An instrumented pipeline pig

designed to locate disbonded external coating on operating gas pipelines has

been evaluated^^. The results from each method have been assessed in terms

of defining the need for coating refurbishment and in providing the parameters

needed to establish the most cost-effective route to control pipeline corrosion.

The Elastic Wave vehicle has the potential to detect disbonding as well as areas

where the coating has been removed^^'^°°.

The development of instrumentation for field testing and inspecting coatings has

been accelerated by the use over the last ten years of microprocessor

electronics. Such designs are now entering the fourth generation and have

included many user features that make the assessment of coatings easier and

more accurate than was previously possible. These features include storage of

data, statistical analysis, hard copy printout and high accuracy in hand-held fully

portable and rugged units, suitable for use in the most hazardous environments.

The most recent improvements have been realised by providing the transducer,

or probe, with electronic intelligence so that its characteristics can be closely

matched for optimum accuracy and flexibility. A major benefit of this approach is

that the measurement transducer can be of any type and the data output from

the electronics can be made to fit a standard format display instrument. In this

way, it is possible to make a general purpose kit with a diverse set of

measurement modules for a range of tests, such as temperature, humidity,

surface profile, and adhesion, as well as a full range of coating thickness

modules, using electromagnetic induction and eddy currents for applications that

range from thin coatings on small components up to very thick coatings on large

structures.

It is becoming more common for gas transmission pipelines to share a common

corridor with electric power transmission lines. Electrical energy that is

190
magnetically coupled from the power line often results in an AC voltage being

developed between the pipeline steel and the earth that surrounds the

pipeline^°-.

It is important to evaluate the extent to which monitoring techniques are capable

of evaluating the shielding effect of coatings.

• Development of a remote, accurate monitoring technique to evaluate the

status of the coating (including the shielding effect) will greatly enhance

pipeline integrity and decrease the number of pipeline incidents caused by

corrosion.

Feedback

In spite of the close interaction between pipeline owners and coating suppliers at

the time of installation of pipe, feedback on coating performance, whether

positive or negative, is not, in general, readily available.

• Development of an industry-wide coating database to share the experience of

older and modern coatings is an essential logical step to develop an integrity

management program. Continuous updating and sharing of such a database

will be very useful.

Operational Conditions

In general, pipeline operational conditions vary considerably. Among all the

various conditions, temperature is quite important. In spite of the well-known

transient temperature variations of pipelines and seasonal cyclic fluctuations, no

systematic study on the effect of temperature on coatings has been carried out.

• The performance of coatings should be compared at constant and fluctuating

temperatures.

Ground Effects

Although coatings are routinely evaluated for resistance to a variety of ground

factors (e.g., soil stresses), few coatings have been developed with consideration

given to their resistance to microbiologically influenced corrosion (MIC).

Increased numbers of bacteria at some corrosion sites have been observed. A

model, for the development of a site where MIC occurs, indicates that in the first

phase, soil stresses caused disbondment of the coating, leaving adhesive/primer

exposed to the invading water on the pipe surface. Blisters, filled with water, form

in the residual coating components on the pipe surface. As the MIC community

191
forms and grows, pitting corrosion begins in local areas, effectively "fixing" the

anodes. In the final phase, periodic exposure to oxygen results in transformation

of the corrosion products (siderite and ferrous sulfides) to iron (III) oxides.

Early studies performed in the GRI MIC program demonstrated that a very high

percentage of external MIC occurred in connection with disbonded coatings and

followed the same general pattern as classic examples of MIC associated with

disbonded coatings. The general consensus is that holidays will occur in most

coatings by one or more mechanisms (mechanical, chemical, and biological) and

that holidays and disbonded coatings offer sites for MIC to occur^°^. Studies

have also shown that levels of bacteria are high on all types of coatings and in all holidays regardless of the level of CP and the pH in the holidays (which ranged

from 4.5 to 11.9).

The effects of CP on MIC cannot be assessed simply by measuring the numbers

of bacteria. Instead, chemical and site specific factors (e.g., corrosion potential of

the steels in the soils at specific sites) must be taken into account.

A "first-cut" MIC profile was developed to aid in determining which sites were

most likely to be susceptible to external MIC. This profile included soil, chemical,

biological, metallurgical and operational factors, such as level of CP.

Several reports in the literature have confirmed the utilization of certain pipeline

coatings by microorganisms. Microorganisms have the potential to enhance

coating disbondment rates as well as contribute to pipeline corrosion as a result

of coating biodegradation. In these studies, parameters such as coating weight

loss and enumeration of microbial cells were used to assess the biodegradation

of coatings. Uncertainties in causes of weight change occur because weight loss

can result from solubilization of coating constituents and weight gain can be

caused by water absorption. Enumeration is not a measure of activity since

microorganisms can be active without increasing their numbers. Thus,

enumeration cannot produce direct and quantitative results.

• An objective study to develop a method that monitors microbial population and

coating biodegradation will clarify the effects of microbes on coatings.

Summary

At the workshop held in Biloxi, the following R&D issues were identified as top

priorities. This prioritized list is very similar to one developed in a PRCI project,

thus validating the importance of the conclusions reached at the Workshop^°^:

1 . Database on Coating Performance

Unbiased third party will compile an industry-wide historical database on

coating performance and evaluate the data critically.

192
2. Performance of Field-Applied Coatings

Effects of environmental conditions and variations in coating procedure on

performance of field-applied coatings

Curing time compared with time to burial or immersion

Adhesion of field-applied coating and mill-applied coating

Long-term field evaluation of pipeline coatings

A national or international program.

Coated pipe samples to be installed in the field at carefully selected

locations representative of different environmental conditions.

Several monitoring methods to be used.

In addition, evaluate coating performance at constant and fluctuating

temperatures with transient and cyclic temperature fluctuations.

1-day scoping meeting to be held, most likely in the fall of 2004

3. Effects of stockpiling on coating performance

Temperature

UV

Time

Development of practices for evaluating coatings for service under extreme

conditions

Offshore, deep-sea

Onshore Arctic

Onshore Equator

Include 3 types of coatings:

Anti-corrosion coatings.

Abrasion-resistant coatings, and

Insulation coatings

4. Standardization of test methods for evaluating coatings

Development of coatings with anti-microbial properties

The following issues are important, but are not considered as high priorities at

this time:

• Parameters that control coating performance

• Modeling of performance of all coatings (not only FBE). Modeling using

EIS is not reliable

• Evaluation of coatings at higher temperature (above 85oC) in the

laboratory

• Performance of insulation coating

• Effects of minor variations in surface preparation and effects of variation in

composition of surface contamination, including mill scale, on long-term

coatings performance

• Method to monitor simultaneously microbial population and coating

degradation

193
Acknowledgements

The authors gratefully acknowledge the support of the Pipeline Research Council

International (PRCI) in carrying out the initial review on which this white paper

was based. Numerous helpful discussions with the chair of the Ad Hoc PRCI

committee, Howard R. Mitschke of Shell Global Solutions (US) Inc., are

acknowledged. Meetings with the Ad Hoc Committee were most beneficial in

helping to achieve the objectives of this project.

The discussions that took place at the workshop in Biloxi were most helpful in

giving the authors and the workshop participants an opportunity to update and

prioritize further the R&D topics. The efforts of the Workshop participants are

gratefully acknowledged.

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201
Fig.1: Pipeline Coatings in Canada

Composite

3-Layer

Fusion Bonded Epoxy

Yellow Jacket

Polyethylene Tape

Asphalt

Wax & Vinyl Tape

Coal Tar

1930 1940 1950 1960 1970 1980 1990 2000 2010

year
Table 1 : Standard Laboratory Tests for Pipeline Coatings

k. 1 -Cxi J. J. Name of the test Standard from Information used to

evaluate

Gel time CSA Z.245.20.98 (Section

12.2)

Coating quality

Gel time NACE RP0394-94 (Appendix

D)

Coating quality

Moisture content - Titration CSA Z.245.20.98 (Section

12.3)

Coating quality

Moisture content - Mass

Loss

CSA Z.245.20.98 (Section

12.4)

Coating quality

Moisture content NACE RP0394-94 (Appendix

F)

Coating quality

Particle size CSA Z.245.20.98 (Section

12.5)

Coating quality

Particle size NACE RP0394-94 Coating quality

Density CSA Z.245.20.98 (Section

12.6)

Coating quality

Density NACE RP0394-94 (Appendix

B)

Coating quality

Thermal characteristics CSA Z.245.20.98 (Section

12.7)

Coating quality

Thermal

analysis/characteristics

NACE RP0394-94 (Appendix

E)

Coating quality

Cure cycle NACE RP0394-94 Coating quality

Glass transition

temperatures

NACE RP0394-94 (Appendix

E)

Coating quality

Heat of reaction NACE RP0394-94 (Appendix

E)

Coating quality

Total volatile content NACE RP0394-94 (Appendix

G)

Coating quality

Interface contamination CSA Z.245.20.98 (Section

12.15)

Coating quality

Porosity CSA Z.245.20.98 (Section Coating quality

203
1

12 10)

Pnrn*^it\/ ANSI/AWWA C203/97 ^Section

5.3.14.4)

r^natinn niialitv

Viscosity CSA Z245.21.98 (Section 12.1) Coating quality

FInw 1 1 \y V V CSA Z245 21 98 CSection 12 2) Cnatinn niialitv

Cross-section porosity NACE RP0394-94 (Appendix J) Coating quality

Interface porosity NACE RP0394-94 (Appendix

K)

Coating quality

interface contamination NACE RP0394-94 ^Aooendix

P)

Coatinn nualitv

Surface preparation SSPC-SP6/NACE No.3 Surface preparation

Surface preparation SSPC-SP10/NACE No.2 Surface preparation

Surface preparation ISO 4618-3:1999 Surface Preparation - Terms and definitions for

rnatinn matprial<5

Slielf life NACE RP0394-94 (Appendix Handling

Outdoor weathering ASTM G 1

1

Handling

Water resistance (100%

relative humidity)

ASTM D 2247 Handling

Flexibility CSA Z.245.20.98 (Section

12.11)

Testing (Hydrostatic

expansion)

Flexibility (2°/PD at-18°C

or 1.5°/PD permanent

oil Clll 1 1

NACE RP0394-94 (Appendix

K)

Testing (Hydrostatic

expansion)

Bendability ASTM G 10 Installation

Bendability (ring) - squeeze test

ASTM G 70 Installation

Cathodic disbondment CSA Z.245.20.98 (Section

12.8)

Operation

Cathodic disbondment of

strained coating

CSA Z.245.20.98 (Section

12.13)

Operation

Cathodic disbondment (24

hours or 28 days

NACE RP0394-94 (Appendix

H)

Operation

204
Cathodic disbondment ASTM G 8 Operation

Cathodic disbondment ASTM G 80 Operation

Cathodic disbondment

(Attached cell method)

ASTM G 95 Operation

Cathodic disbondment

(Elevated temperature)

ASTM G 42 Operation

Chemical resistance CSA Z. 245. 20. 98 (Section

12.9)

Operation

Chemical resistance NACE RP0394-94 (Appendix 1) Operation

Chemical resistance ASTM G 20 Operation

Impact resistance CSA Z.245.20.98 (Section

12.12)

Operation

Impact resistance NACE RP0394-94 (Appendix

L)

Installation

Impact resistance

(Limestone drop)

ASTM G 13 Installation

Impact resistance (falling

resistance)

ASTM G 14 Installation

Impact resistance (effects

of rapid deformation)

ASTM D 2794 Installation

Impact ANSI/AWWA C203/97 (Section

5.3.7)

Installation

Impact resistance ANSI/AWWA C214-95 (Section

5.3.10)

Installation

Adhesion CSA Z.245.20.98 (Section

12.14)

Operation

Adhesion ASTM D 3359 Operation

Adhesion (Constant rate of

peel)

CSA Z245.21.98 (Section 12.4) Operation

Adhesion (peel by hanging

1 1 ICloo ) CSAZ245.21.98 (Section 12.5) Operation

Adhesion ANSI/AWWA C203/97 (Section

5.3.13.7)

Coating quality/operation

Adhesion ANSI/AWWA C214-95 (Section Coating quality/operation

205
5.3

Peel (adhesion) ANSI/AWWA C203/97 (Section

5.3.6 and 5.3.8)

Operation

Ageing (Heat) CSA Z245.21.98 (Section 12.6) Operation

Strain resistance NACE RP0394-94 (Appendix

M)

Operation

Abrasion NACE RP0394-94 (Appendix

0)

Installation/Handling

Abrasion resistance ASTM D 968 Installation/Handling

Abrasion resistance ASTM G 6 Installation/Handling

Hot water soak NACE RP0394-94 (Appendix

N)

Operation

Water absorption ANSI/AWWA C214-95 (Section

CO A \ 5.3.4)

Operation

Water-vapour transmission ANSI/AWWA C214-95 (Section

5.3.5)

Handling

Water penetration ASTM G 9 Operation

Penetration resistance ASTM G 17 Operation

Penetration ASTM G 17at 93°C Operation

Penetration ANSI/AWWA C203/97 (Section

5.3.2)

Operation

Penetration ANSI/AWWA C214-95 (Section

5.3.11)

Operation

Sag ANSI/AWWA C203/97 (Section

5.3.4)

Operation

Pliability ANSI/AWWA C203/97 (Section

5.3.9)

Operation

Breaking strength ANSI/AWWA C203/97 (Section

5.3.12)

Coating quality

Softening point ANSI/AWWA C203/97 (Section

5.3.13.4))

Coating quality

Dielectric strength ANSI/AWWA C214-95 (Section

5.3.6)

Coating quality

Insulation resistance ANSI/AWWA C214-95 (Section Coating quality

206
5 3 7)

Tensile strength ANSI/AWWA C214-95 (Section

5.3.8)

Coating quality

Elongation ANSI/AWWA C214-95 (Section

5.3.9)

Coating quality

Steel pipes and fittings for

buried or submerged pipe

lines -- External and

internal coating by bitumen

or coal tar derived

materials

ISO 5256:1985 General

I

I'

i

I

j

I

207
Table 2: CEPA - Soil Type Descriptions

Soil Type Description Numeric Code

Miiuvium

Various textures, utilized in this classification for

mountainous areas only

1

1

Waterways Lakes, swamps, rivers, ditches 2

Gaciofluvial Sandy and/or gravel textures 3

Moraine Till

Variable soil texture, variable size range of

stones sand and gravel clay and silt >1m to

4

Organic Organic over clay 5

Lacustrine Clayey to silty fine textured soils 6

Organic Organic over gravel 7

Rock 8

Creeks and

Streams

Clay bottom (generally <5m in width) 9

208
Coatings for Port Facilities

John H. Webb*, Daniel A. Zarate** and David L. Olson

*Mississippi State Port Authority

Guifport, Mississippi

**Naval Facilities Engineering Service Center

Port Hueneme, California

*** Colorado School of Mines

Golden, Colorado

America's dependency on international commerce can be realized by the

tremendous continuous flow of very large volumes of fuel, perishables and

manufactured goods that pass through our nations port facilities. The facilities

have intense loading and unloading service requirements and schedules that are

generally inflexible and intolerant of unscheduled maintenance. These port

facilities rely on corrosion protection systems and coatings to minimize corrosion

repair and are seeking advances in coating materials and application techniques

to further extend the period between scheduled maintenance.

The workshop group on coatings for port facilities held discussions on present

and desired practices to procure coating materials and to select proper

application practices. Harbor and port facilities experience both wet and

atmospheric corrosions, which often makes situations worse being in the splash

zone or cyclic wet-dry areas. For this discussion, the type of coatings and

practices were categorized as landside facilities and structures and water- and

marine-based structures.

The Important Issues for Landside Facilities and Structures were identified as:

1. Need for better surface preparations, coating adhesion and long term

wear protection for structures of near shore marine facilities exposed to

salt spray. Ability/inability in obtaining non-conditional product installation

and warranty for new work is a concern. Qualifying contractors involved in

industry should have supported/accepted QA/QC standards such as

SSPC's QP1 program, which needs to be expanded within the industry or established for their employees. SSPC is the Society for Protective

Coatings.

209
2. Product performance criteria needs to be established and products need

to be tested for compliance to establish a standard method of specifying

quality products. By limiting choices to known quality products, this

practice will enhance a contractor's ability to compete and bid on any

coating application project, public or private. Establishing third party (nongovernment) standards to quantify performance and qualify products.

Establishing methods to prevent falsifying or even "bending" the outcome

of results. Promote advances in coating tests for better selection of

coating materials

The Important Issues for Water Based Structures were identified as:

1. Steel sheet pile bulkheads and dock support structures... splash zone

protection requirements as compared to normally submerged surfaces. Use of

coal tar epoxies as a protective coating. What advancements are available for

quick drying (setting up) coatings for application in the splash zone? Are there

coatings that can be applied underwater? What are the proper surface

preparation and coating application techniques for these conditions? Is there a

need for robotics in the application of coatings? What would drive the initiation of

robotics into the application of coatings?

2. Needs for adhesion and abrasive testing... proper methods and accuracy.

What is the range of test results (paint viscosity, hardness, adhesion shear

strength, adhesion tensile strength, coating flexibility on substrate, coating wear,

etc) that is best for marine applications in a harbor setting? Develop an index

based on tests to report the overall quality of the coating that can be used for

quality control.

3. Product performance as compared to environmental "friendliness" of

coating product needs to be established. The coating material and/or

application technique that works best is not necessarily the most environmentally

complaint. Where is the middle? What advancements are being made for better

environmentally acceptable paint removal techniques?

4. What is the best approach to ensure that the proper coating materials are

used with cathodic protection in the port facilities?

General Coating Issues Related to Port Facilities:

1. Can a port facilities user group be formed to compare performance of

coating materials and coating application technologies? (Note to others: a

marine and offshore focus group exists under SSPC and meets at the

annual meeting. Issues include discussions of port facilities coating and

corrosion control problems.)

210
2. Need to better prepare engineers during their university studies in the use

of coating materials and their application technologies, specifically in

corrosion and its mitigation. Need for more preparation in economic skills

related to making engineering decisions.

3. Is the application of smart coatings with implanted sensors feasible in the

near future for corrosion protective coating service in port facilities? Can

coating integrity be assessed with a microwave (radar) gun for example,

which can be pointed gun pointed at the smart coating?

4. Use of organic systems versus metallic systems. When is it proper to hot

dip galvanize and when to paint? Is metallic coating becoming competitive

with organic based coating for corrosion protection in port facilities. Need

for a life cycle cost evaluation.

5. Promote advances in inspection methodologies of coatings on port

facilities structures. What can be developed for monitoring the condition

of coating during its service on a structure?

6. Promote advances in prediction of service life of coatings. What is the

expected service life for land based coatings? What new coating materials

and/or coating practices can make significant improvements in coating

service life?

Recommendations

The working group on coatings for port facilities offers the following

recommendations to the workshop report.

1 . The development of performance based specifications (easier on owner).

2. The development of generally accepted design standards and practices

for port authorities. This development may need to be geographically

specific; such as blue water specific or brown water specific. These

standards and practices need to beneficial to the owner.

3. Organize a working group, national or regional, to increase exchange of

information on the performance of coating products and application

methods to increase technological transfer of new coating materials and

application methodologies into practice. The working group can formulate

through user conscience new performance based specifications, design

standards and practices for port facilities. There already exists the working

structure for such a working group in the existing coating and corrosion

societies. It needs an initiator. (Note: Loosely exists at SSPC).

211
Near 100 Percent Solids Tank Linings - Panacea or Pandemonium

Benjamin S. Fultz

Bechtel Corporation

Introduction

Near 100% solids tank linings have been in existence for at least 40 years.

These products are based on low molecular weight epoxy resins, which are liquid

at room temperature. The reactants are also liquid at room temperature and

range from straight amine compounds, such as diethyltriamine, to amine

adducts. Since the resins are liquid at room temperature, less solvent is required

in the formulation of the vehicle portion of the lining. This facilitates both

manufacturing and application.

In general, lower molecular weight epoxide resins have decreased chemical

resistance and are more brittle. Chemical resistance is not a major concern for

ambient temperature salt-water exposures, albeit salt water is a highly corrosive

media. To improve performance, higher molecular weight solid epoxy resins are

added and co-reactant solvents such as benzyl alcohol compounds are added to

reduce the "as manufactured," in the can, viscosity.

One early high solid (93%) lining formulation (circa 1960) was based on a

ketamine reactant system. This material actually required atmospheric moisture

to complete the final cure. As with MDA types of reactants, ketamines were

determined to be carcinogenic and removed from the market.

The challenge in linings formulation has always been to balance worker safety,

performance and environmental issues. Using current technology, several paint

companies have met these challenges of meeting existing worker safety

standards and environmental regulations. Performance evaluation is a work in

progress.

Advantages

The obvious advantage of high solids tank linings is reduced solvent emissions.

Reduced solvent emissions impact both worker safety and environmental

restrictions. Worker safety is improved both by reductions of direct worker

exposure to solvents during application and a reduced risk of fire or explosion

due to concentrations of flammable air solvent mixtures.

212
Reduced solvent liberation to the atmosphere also provided a mechanism for the

facility owners to meet strict environmental air quality standards. Where solvent

capture technology is used; the efficiency of the device is improved along with

reduced cost of operation.

Solvent is still required for cleanup of equipment. Waste reduction can also

result, depending on the type of application equipment used.

Disadvantages

In general, higher solids materials have reduced pot life. To facilitate application,

plural component application equipment is required. Since the "as

manufactured" viscosity is increased, higher application pressures are also

required, thus larger, more powerful high-pressure pumps. Both lead to

procurement of higher priced equipment.

Materials are required to be packaged in standard volume ratios; preferably one

to one mixes with the viscosities of each component matched as closely as

possible. Heat is sometimes used to further reduce the "as applied" viscosity.

Heating requires additional utilities. The thixotropy of the "as applied" product

also has to accommodate edge build and retention.

Film thickness control requires a higher degree of applicator skill. There is a

tendency to apply more material than is specified. Higher resultant film

thicknesses increase consumption of lining materials, in excess of estimated

quantities. Increasing the dry film thickness by an average of 2 mils for a 10 mil

specified coating increases the lining consumption by 20 percent.

Higher solids linings are, in general, more expensive than lower solids materials

on a dry mil per square foot basis, even when considering the increased solids

content. Application equipment maintenance costs are increased due to both the

increased complexity of the equipment, higher application pressures and, with

some materials, increased equipment wear to due to the abrasive nature of the

lining material on internal parts.

Because of the stiffness of high-pressure paint material supply lines, there is

difficulty in applying linings to restricted access areas, such as behind stiffening

and structure. The application equipment has a larger footprint, thus requiring

more space for setup. The weight of the equipment is greater than conventional

application equipment, which requires additional facility support.

213
Performance

Reports of performance have been mixed. The "grapevine" has reported

improved performance, comparable performance, and in some cases miserable

performance, when compared to standard, relatively low solids lining materials.

Linings applied to static structures seem to do better than linings applied to

structures subject to dynamic forces. One offshore semi submersible operator

has reported ten plus years of excellent performance. One ship operator has

reported cracking in the weld areas subject to dynamic structural flexing after a

relatively short time period. The US Navy has reported good results.

In a recent National Shipbuilding Research Program test program investigating

the retention of pre-construction primer (PGP) in ballast tanks, a lower solids tank

lining performed as well as or better than the near 100% solids lining materials.

Cause and Effect

With the adaptation of high solids lining technology, the US Navy developed a

process manual and special inspection requirements. Was this process control

the reason for increased performance or was the use of the higher solids material

the reason for improved performance? Does the formulation of so called edge

retentive linings improve performance or is the stripe coating of welds and edges

the real reason for improved performance? In conclusion, does the additional

capital investment in material and equipment truly justify the use of higher solids

materials?

Recommendations

1 . Recommendation for investigation of developing a non destructive method

of evaluating coating systems using thermography

2. Investigate the feasibility of using microwave technology as a method of

surface preparation

3. Establish a welding procedure for welding on painted surfaces

4. Develop high solids products which meet VOC requirements that have

less tendency to embrittle over time

5. Improve application equipment to facilitate applying high solids coatings in

the field to inaccessible areas

6. Develop a mechanism to aid the painter in being able to achieve more

uniform film thicknesses with high solids coatings in the field

7. Develop a certification and training program for painters in the marine

industry

8. Help develop an engineering technologist degree / vocational training

program for coating specification

214
9. Research program to develop coating systems that respond to exposure

stresses

10. Develop a system that would be able to be used by the owner to detect

corrosion or coating localized film degradation by utilizing electrical

impedance

11. Determine the feasibility of adapting magnetic flux leakage technology as

a method of determining metal loss in the shipping industry

12. Determine the feasibility of developing a hand held x-ray fluorescent

system of detecting salts on the surface

215
Evaluating the Current State of Inspection practices for Protective Coatings

(In Process and Continued Evaluation) and the Exploration of

Opportunities for Improvement of these Practices

Ray Stone, CCC&I

Malcolm McNeil, McNeil Coating Consultants, Inc.

D. Terry Greenfield, CorroMetrics, Inc.

Abstract

This "white paper" addresses an evaluation of the current state of inspection

practices for protective coatings and the opportunities for innprovement of these

practices as determined by a panel discussion. Inspection is attributed as a tool

to achieve the designed performance of an installed coating system through

correct installation, thereby realizing the economic benefit of asset protection with

protective coatings. Further, inspections are required to address maintenance

j and evaluate coatings performance. An evaluation of current testing methods I and protocols, equipment and testing standards is explored with the intent of i validation and/or improvement of these practices. The evaluation will explore i both in-process inspection of new coating systems installation and in situ

j inspection of installed systems for maintenance (repair and life-cycle extension)

and coatings system performance evaluation. The paper concludes with

identification of Research & Design (R&D) issues determined from the panel

discussion and a possible roadmap for achieving the presented opportunities for

R&D of inspection technologies, protocols, practices, and management.

Introduction

The intended life cycle of a protective coating (paint) system presents the

engineered economic value of that coating system by providing protection from

corrosion to that asset. The protection of that asset is typically a requirement of

economic, operational, environmental, and safety issues.

Inspection during protective coatings installation is employed as a tool to ensure

that the installation of the coating is within the design parameters of the

engineered and specified coating system. The emphasis of industry endeavor in

the form of practices, standards, and training has been primarily directed to this

mission.

216
Recognizing that deficiencies in the original installation do occur, further

inspections are required to initiate repair efforts, monitor coatings systenn

performance, and maximize the life cycle of the installed coatings. These in situ

inspections may present greater challenges in providing concise data to make

sound engineering decisions about refurbishment issues such as maintenance

and over-coating (applying additional coatings to an already installed system for

life-cycle extension). The information gathered in the in-service inspections,

utilized with sound management practice is a valuable tool to achieve the

intended economic value of the installed coatings system.

For discussion the two most common types of inspections concerning protective

coatings can be classified as:

1. In-process inspections conducted during the initial installation of the

coatings systems and any repair efforts to that initially installed coating

before entry into service.

2. In-service inspections of the installed coatings system at regular

intervals for evaluation and scheduling of repairs to the installed

system, including evaluation of the installed coating film for repair,

refreshment (over-coating) and complete replacement.

In-Process Inspection

To evaluate only the inspection process it is assumed that the coatings materials

are properly formulated, manufactured correctly, and have been correctly

specified for the intended service. The emphasis of in-process inspection is to

ensure the correct application of that specified coatings system and the

verification that the installation is as specified.

A brief summary of the elements of typical in-process inspections for coatings

application include the following:

1. Preexisting Conditions

a. Surface Contaminates (Visible and Non-Visible)

b. Fabrication and Design Defects/Issues

2. Surface Preparation

a. Anchor Profile

b. Level of Surface Cleanliness

c. Non-Visible Contaminates

d. Environmental Condition

e. Special Substrates

i. Concrete

11. Stainless Steel

ill. Others

217
3. Coatings Application

a. Materials Verification

b. Mixing and Thinning

c. Application

d. Environmental Conditions

e. Post Application

i. Dry Film Thickness (DFT) Measurement

ii. Film Continuity Evaluation (visual or holiday testing)

4. Documentation and Reporting Systems

a. Hard Copy Systems

b. Computer Based Reporting

c. AuditingA/erification of Documentation

5. Other Requirements

Current industry standards address many of the described elements. However,

new surface preparation and application technologies, and continued discoveries

as to the cause of premature coatings failures require continued reevaluation of

existing standards and promulgation of new standards as required.

Evaluating the aspects of in-process inspection, opportunities for research and

development emerge from the following questions.

Do the current standards adequately address the required testing? Are additional

standards required? If so, what are those standards?

Immediate industry demand for standards pertaining to visible and non-visible

levels of contamination are evident. The following ISO Standards are currently

available with regards to testing procedures:

• ISO 8502-5:1998 Preparation of Steel Substrates Before Application of Paints

and Related Products—Tests for the Assessment of Surface Cleanliness—

Part 5: Measurement of Chloride on Steel Substrates Prepared for paintingIon Detection Tube Method

• ISO 8502-6:1998 Preparation of Steel Substrates Before Application of Paints

and Related Products—Tests for the Assessment of Surface Cleanliness—

Part 6: Extraction of soluble contaminates for analysis - The Bresle method

• ISO 8502-9:1998 Preparation of Steel Substrates Before Application of Paints

and Related Products—Tests for the Assessment of Surface Cleanliness—

Part 9: Field method for the conductometric determination of water soluble

salts

• ISO 8502-10:1999 Preparation of Steel Substrates Before Application of

Paints and Related Products—Tests for the Assessment of Surface

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Cleanliness—Part 10: Field method for the titrimetric determination of watersoluble chloride

• ISO 8502-12:2003 Preparation of Steel Substrates Before AfDplication of

Paints and Related Products—Tests for the Assessment of Surface

Cleanliness—Part 12: Field method for the titrimetric determination of watersoluble ferrous ions

Efforts for development of standards for evaluation of non-visible surface

contamination by SSPC: The Society for Protective Coatings and NACE

International (Task Group 259 - Salt Contaminants, Nonvisible, Soluble on

Coated and Uncoated Metallic Surfaces Immediately Prior to Coating Application:

Evaluation) continue, although expected dates of any publication are not

available. Quantifying the allowable values of non-visible contamination as

determined by these described testing methods to ensure the coating application

is unaffected and no detriment to performance is experienced is the current

challenge facing industry.

Assessment of visible contaminates (dust) can be addressed with ISO Standard

ISO 8502-3:1992 Preparation of Steel Substrates Before Application of Paints

and Related Products—Tests for the Assessment of Surface Cleanliness—Part

3: Assessment of Dust on Steel Surfaces Prepared for painting (Pressure

Sensitive tape Method) using clear tape and assessing the visible residue

adhering to the tape.

Further opportunity exists for the development of Secondary Surface Preparation

Criteria/Standards (example: exceeding the recoat window of an epoxy - Methodology for evaluation). Currently, surface preparation standards exist for

the preparation of surfaces and address the cleanliness requirements of that

substrate, typically steel. Current surface preparation standards do not address

the preparation requirements of painted surfaces to receive additional coatings

application and focus more directly on the substrate itself.

Is the current array of testing equipment adequate? What new equipment could

be developed to assist? The development of new testing equipment by

equipment manufacturers is typically driven by industry requirements with

potential market for the return of development costs and potential profit. The

potential of wide scale use is characteristically a requirement to initiate new

testing equipment development after identification of the specific need.

Currently, improvements for instrumentation used in in-process inspection may

be found in surface moisture detection, anchor profile peak densities and

improvement in the dry film thickness evaluation of coatings applied over

concrete present immediate opportunities for improvement of process and

equipment.

219
What is the measurable contribution (value) of inspection to the success

(achieving designed life-cycle) of a protective coatings installation? Research

executed to quantify the "value" of in-process coatings inspection to the

extension and/or realization of expected life cycle performance of the installed

system would provide rationale to management for the additional cost of inprocess inspection during coatings application. Although most agree that the

inclusion of inspection in coatings projects results in properly executed

application and a subsequently longer life cycle before repairs, there is little industry data for examination to support this conclusion. Previous publication of

this subject has typically presented a comparative view of a project without inprocess inspection that failed prematurely and the costs associated with that

failure compared to the additional cost of inspection with the assumption of

project success (expected design life-cycle).

What is the required effort of inspection for it to be realized as an effective

contribution to project success? Is coating inspection performed at designated

"hold-points" an effective tool? Can "part-time" inspection be considered a

worthwhile investment in the success of a coatings project? What training and/or

certification and level of experience should be required for inspectors and firms

providing inspection?

Standards/Recommended Practices for Implementation of Inspection for

Protective Coatings Projects would provide guidance to achieve the expected

life-cycle performance of the installed coating system though in-process

inspection would ensure consistent application of in-service inspection services

determined to provide effective contribution to the coatings installation project.

Consistent practices with regards the to level of effort, inspection practices, and

project documentation should be addressed in the proposed standard.

Has the profession of Coatings Inspector evolved to a level requiring a

professional association to ensure adequate communication of new technologies

and provide a catalyst for the improvement of the profession?

In Service Inspection

Continued inspections of the installed coating systems are utilized to evaluate the

performance of those systems and to determine maintenance efforts and ensure

that the repair and/or rehabilitation course of action taken will be successful.

These inspections typically address the following:

1. Dry Film Thickness

2. Coating Adhesion

3. Substrate Condition

4. Coating Film Integrity

5. Service Environment

220
Interpretation of collected data is performed to typically provide the most

economically feasible course of action. Standardizing the evaluation criteria for

the three basic actions available to us: spot repair, overcoat (a decisive

evaluation of the system's ability to accept repair and overcoat is required) or

replacement should lead to consistent interpretation and economically viable

asset protection success. The following questions and opportunities emerge:

Are we presently looking at the right metrics in terms of in-service inspection and

repair? Are we looking at any metrics currently? Are industries so disparate in

requirements that common processes become impossible?

Can the equipment and protocols used for in-process inspection be used during

in-service inspection? Do we have the proper inspection tools and protocols to

efficiently evaluate condition during service and the ability to forecast remaining

service life? Life cycle expectations of coatings systems are typically predicted

from laboratory analysis prior to installation and not from an evaluation of the in

situ coating. Is there a need to develop tools focused on in-service inspection?

Possibilities include:

• Coatings age and degradation

• Ability to apply over-coatings

• Coatings deterioration and remaining service life

Except for items such as chalking, few tools exist for NDE of in-service coatings.

Identified prospects will have to eventually have some standard associated with

them. Additional opportunities may exist with:

• Electromagnetic (EM) methods-spectroscopy, use of IR, UV, color fading, etc.

• "Smart" primers (formulated to give some indication of nascent corrosion)

• Wet and dry adhesion testing (can we accomplish nondestructively?)

• Degree of cross-linking

• Detection of the products of deterioration

• Blister/blister fluid analysis

• Visual indication

• Water or other "solvent" uptake by coating film

• Exudation of high boiling volatiles?

Continued research of Electrochemical Impedance Spectroscopy (EIS) and its

use as a field measurement tool for coatings performance may provide tools for

the field measurement of remaining coatings life. The permeability of the installed

coating and evaluation of substrate corrosion not yet visually apparent may be

obtained from this testing. Currently used for laboratory evaluation of coatings,

development of field instrumentation and the associated metrics may provide

reliable tools for coatings condition assessment.

221
Do current training programs adequately address the practices required for

evaluation of in situ coatings? Current Inspector training programs focus on inprocess inspection. Although providing instruction in the use of equipment also

utilized for in-service (dry film thickness evaluation, adhesion, and etc.) the

specifics of evaluating coatings for the development of remedial and/or

maintenance planning is not addressed. The opportunity for development and

presentation of training addressing the specifics of in-service coatings evaluation

is apparent.

Do we have confidence in the various determinations of the causes of pre-mature

failure being promulgated (are there standardized methods of examination,

analysis and reporting)?

Do we have standards to evaluate condition of in-service coatings? Can our

description of condition be consistently quantified? The development of

Guidelines/Practices/Standards for evaluating In-Service Coatings could provide

industry with consistent metrics of evaluation for coatings service life through a

uniform approach to evaluation.

Is there a management system to store, manipulate, interpret, distribute, and use

the data we gather? Are there standards controlling this data collection?

Standardized Methodology for Data Collection and Management would provide:

• Consistently Quantified Condition

• Industry Shared Information

Do we have procedures available to us to make sound maintenance decisions

(i.e., successful, cost effective ones)? Can we translate the existing condition,

together with expected useful service life, into budgetary requirements? Are there

criteria for determining the most cost effective maintenance effort?

Determining analytical procedures for coating life predictions will require the

following developments and practices:

• Standard degradation models (statistically based)

• Metrics required

• NDE to gather data

• Service to laboratory correlations (atmospheric versus immersion for

example)

• New procedures to evaluate service life of new coating formulations

• In-situ evaluation

• Accelerated testing procedures

The repairs applied to new coatings and linings installations have an effect on the

system performance and its expected life-cycle and maintenance requirements.

The selection of repair methods that maintain the expected life cycle of the

222
installed systems are paramount. How are these decisions currently made?

Opportunities for the research and development exist within the following:

• Quantification of the effect of "repairs" on newly installed coatings system's

life-cycle performance

• Quantification of Performance & Repair Criteria for

Summary

Although many questions regarding coatings inspection (both in-process and inservice) have been presented, the surfacing opportunities appear to rest with the

further development of the inspection processes of in-service coatings. The panel

consensus for opportunities for the improvement of process, practices, research,

and development have focused within the following areas:

• A Study of the Measurable Economic Contribution of Inspection to Coatings

Project Success and Performance

• Standards/Recommended Practices for Implementation of Inspection for

Protective Coatings Projects

• Professional Organization of Coating Inspectors

• Secondary Surface Preparation Criteria/Standards (example: exceeding the

recoat window of an epoxy - Methodology for evaluation)

• Guidelines/Practices/Standards for evaluating In-Service Coatings and the

training of Coating Survey Inspectors, with focus on Inspection and

Evaluation of In-Service Coatings and tools for evaluation.

• Criteria for determining the most cost effective maintenance effort and tools to

quantify:

o Coatings age and degradation

o Ability to apply over-coatings

o Consistent evaluation

• Quantify the effect of "repairs" on newly installed coatings system's

performance

• Standards for Quantification of Performance & Repair Criteria

• Standardized Methodology for Data Collection and Management

o Consistently Quantified Condition

o Industry Shared Information

223
Formulation of the roadmap for research and/or development of these initiatives

will fall to industry organizations such as NACE International and SSPC: The

Society for Protective Coatings as well as government research agencies funding

industry research.

The development of standards and recommended practices, after identification of

the specific requirements, is within the mission of industry organizations and the

framework currently exists for their development. Communication of these

requirements to the organizations is the first step to development.

Research and further study of the issues regarding predictability of in-service

coatings and linings systems and the value of in-process inspection will require

funding and sponsorship from government and industry. The economic benefit of

extended life cycle performance (from both successful application and sound

maintenance decisions) provides the initiative for funding and warrants the effort

required.

This working group has attempted to identify and clarify the current issues

regarding "Inspection & Repair" within industries using protective coatings for

asset protection to improve the inspection and repair process. The next steps

include industry and coatings organization support to fund and develop the

suggestions made within this paper. The operational, environmental, safety, and

economic benefits derived from the improvement of the process justify immediate

effort.

224
Recommendations from the Discussion Groups

Programs

Programs consist of numerous projects, which must be completed to achieve the

intended goal.

Research

1. Quantitative evaluation of the long-term field performance of pipeline

coatings. One project should install coated pipe samples in the field at

carefully selected locations representative of different environmental

conditions. Several monitoring methods should be used. In addition, the

coating performance evaluation should include both consistent and

fluctuating temperatures with transient and cyclic temperature fluctuations.

A one-day scoping meeting prior to this investigation should be held with

good representation of the interested parties.

2. Development of practices for evaluating pipeline coatings for service under

extreme conditions such as: Offshore-deep sea, Offshore-Arctic, Onshoreequator is recommended. These investigations should include three types

of coatings: Anti-corrosion coatings, Abrasion-resistant coatings, and

Insulation coatings.

3. Development of a non-destructive method of evaluating the application of

coating systems. Programs need to explore the feasibility of thermography,

magnetic flux leakage, electrical impedance, and eddy current phase array.

Modeling using EIS is not reliable.

4. Development of specific advancements in coating materials. A project for

non-skid deck coating systems that will last when applied over less than

perfect surface preparations. Parameters that control coating performance.

Modeling of performance of all coatings (not only FBE). A project should

include the evaluation of coatings at higher temperature in the laboratory.

Performance of insulation coating should be investigated. Research project

to develop coating systems that respond to exposure stresses needs to be

performed.

225
Development

5. Improvement in the effective use of coatings for port facilities and the

development of the necessary performance-based specifications. The

development of generally accepted design standards and practices for port

authorities needs to be established. These standards and practices need to

be beneficial to the owner. Also the program needs to develop generally

accepted design standards and acceptances for port facilities. This

development may need to be geographically specific such as: blue water

specific or brown water specific.

6. Advanced methodologies for applications of coatings. A project needs to

address paint application issues without the use of brushes and rollers to

increase productivity, lower costs, and less personnel exposure. The

proposed investigation should include concerns of issues such as: curing

time compared to burial or immersion time and adhesion of field-applied

coatings to mill-applied coatings. An investigation to assess the effects of

stockpiling of coating products on pipeline coatings performance including

the effect of temperature, ultra-vioJet light, and time needs to be established.

Development of high solid products, which meet VOC requirements that

have less tendency to embrittle over time. Develop a mechanism to aid the

painter in being able to achieve more uniform film thicknesses with high

solid coatings in the field. The use of a capture device at the spray gun

versus total encapsulation of the space to be painted should be

investigated. Evaluate the need to increase the investment in coating

application technology R&D. Establishment of a welding procedure for

welding on painted surfaces is recommended.

7. Assessment of new technologies for surface preparation before coating.

This program should include projects on the feasibility of using microwave

technology for surface preparation, hand-held x-ray fluorescence system to

detect salts on the surface, and a project to improve the dissemination and

clarity of information on allowable surface chlorides. Improvement of

application equipment to facilitate applying high solid coatings in the field to

inaccessible areas. A project investigating the effects of minor variations in

surface preparation and effects of variation in composition of surface

contamination, including mill scale, on long-term coatings performance is

necessary. A project on secondary surface preparation critera / Standards

(example: exceeding the recoat window of an epoxy- Methodology for

evaluation) needs to be established. The cost of surface preparation and

coating application for underwater hull areas is going up and the designs of

coating technology for this area has not kept pace.

226
Administration

8. Standardized methodology for data collection and management. An

unbiased third party to compile an industry wide historical data base on

pipeline coating performance and evaluate the data critically needs to be

established and funded. A program to establish user-friendly

standardization needs to be initiated and performed. The program would

include a project on the standard/ recommended practices for

implementation of inspection for protective coatings projects.

9. Formulation of a roadmap for coatings research and/or development that

indicates the proper sequence of projects. The roadmap needs to be

periodically updated by industrial organizations as well as government

research agencies and industrial users of coated structures. Such a

roadmap would be helpful in prioritizing national and international needs and

to assist in obtaining the necessary funding. The roadmap program will

need to be annually updated by NACE International and SSPC (The Society

for Protective Coatings).

10. A working group, national or regional, to increase exchange of information

on the performance of coating products and application. The working group

can formulate through user conscience new performance based

specifications, design standards, and practices for port facilities. There

already exists the working structure for such a working group in the existing

coating and corrosion societies. It needs an initiator. (Note: Loosely exists at

SSPC).

11. Evaluation of the economic issues of coating materials, their application,

and their service behavior. A specific project on the study of the

measurable economic contribution of the inspection of coatings project

successes and performance needs to be performed. A project to study

economics of coating technology to suggest and recommend the most cost

effective use of the present technology should be implemented. The issue

is that use and deployment of new coating technology is hampered by high

cost of new equipment. Look into what can be done to utilize existing

equipment; lower the cost of new equipment; or provide the financial

incentives needed. Consumer and coating industry feedback loop needs to

be improved. Problems are generally reported and investigated; however,

successful applications rarely are investigated to confirm good practice.

227
Operations

12. Advanced methods for coating repair. This program should include a

project on standards for quantification of performance and repair criteria and

a project to quantify the effect of "repairs" on newly installed coatings

system's performance.

13. Training, education, and certification of painters, corrosion engineers, and

inspectors in the marine and pipeline industry. Develop a certification and

training program for painters in the marine industry. Help develop an

engineering technologist degree / vocational training program for coating

specification. Guidelines/Practices/Standards for evaluating In-Service

Coatings and the training of Coating Survey Inspectors, with focus on

Inspection and Evaluation of In-Service Coatings and tools for evaluation

needs to be organized. A special program for educating Coast Guard and

MMS inspectors to establish consistency with the offshore industrial

standards. Development of a hiring program offering training and

certification plus weekly pay, which would have an impact on safety,

employee morale, and salary.

14. Development of coating/corrosion assessment criteria and acceptable

corrosion levels for use by corrosion engineers and regulators in the

development and assessment of Asset Integrity Management Programs.

Development of a criteria for determining the most cost effective

maintenance effort and tools to quantify: coatings age and degradation,

ability to apply over-coatings, and consistent evaluation needs to be

established.

15. Address the environmental and health and safety issues regarding paint

materials and their application. A project for the determination of the effects

of environmental conditions and variations in coating procedures on the

performance of field-applied pipeline coatings needs to be instituted. A

project on the development and research of environment tolerant coatings

that can be used year round with increased quality. The development of

pipeline coatings with anti-microbia! properties. This development must

achieve coating acceptable ecological concerns.

228
Section 5

Special Lectures

229
I

230
COATINGS FOR U. S. NAVY SHIPS

DEVELOPMENTS AND STATUS

By A.I. KAZNOFF

SEA 05M1, April 2003

Outline

I. HISTORY 1982 - 1989

II. ENVIRONMENTAL IMPACTS - FEDERAL AND

STATE

III. POST COLD WAR EFFECTS

IV. CHANGE TO WORLD BEST PRACTICE 1994

V. RELIABILITY, ENVIRONMENT AND UNDS

VI. TECHNOLOGICAL STATUS AND NEEDS

SEA 05M1, April 2003

231
[NAVAL SEA SYSTEMS COMMAND

HISTORY - 1982-1989

• USE OF NAVY (MILITARY/FEDERAL) SPECIFICATIONS

• NUMBER OF SPECIFICATIONS - ABOUT 75 IN THE 1980'S AND 14 NOW

• USE OF KEY NAVY FORMULA SPECIFICATIONS - EG. USE OF "MARE

ISLAND" EPOXY AS THE REFERENCE ANTI-CORROSIVE PAINT AND

VINYL ANTI-FOULING (AF) WITH CUPROUS OXIDE

• TYPES OF PAINTS USED

> EPOXIES FOR ANTI-CORROSIVE PAINTS

> SILICONE ALKYDS FOR TOPSIDE EXTERIOR PAINTS

> CHLORINATED ALKYDS FOR INTERIOR PAINTS

> VINYL AF PAINTS AND SOME COMMERCIAL AF PAINTS

SE^5N^p»0^j|^¥qgASED NON-SKID PAINTS

HISTORY - 1982 - 1989 (Cont.)

• WHERE NAVY PAINTS WERE USED

> NAVAL SHIPYARDS (MAINTENANCE ONLY) - 8 YARDS

> PRIVATE SHIPYARDS (NEW BUILDING AND MAINTENANCE) -

10+ YARDS

• DOCKING CYCLE TREND WAS 5+ YEARS

• SIZE OF THE NAVY WAS PROJECTED TO BE 500+ SHIPS

• LOW OPERATIONAL CYCLE - SHIPS IN PORT FOR 50% OF THE TIME

• OPERATIONS WERE WORLD WIDE

SEA 05M1, April 2003

232
NAVAL SEA SY^EMS COMMAND

HISTORY - 1982 - 1989 (Cont.)

Major Changes and Developments

• DELIBERATE SHIFT TO COMMERCIAL COATINGS THROUGH THE USE

OF PERFORMANCE SPECIFICATIONS AND QUALIFIED PRODUCTS LISTS

(QPL)

• DELIBERATE ELIMINATION OF HAZARDOUS/TOXIC PAINT

INGREDIENTS SUCH AS LEAD (DRIERS AND PIGMENTS) ASBESTOS,

CRYSTALLINE SILICA AND CHROMATES

• MAJOR PROBLEMS IN ANTI-FOULING PAINT

> PERFORMANCE WAS LIMITED TO 18 MONTHS WITH THE

VINYL AF PAINT

> MAIN ACTIVITY WAS NAVY R&D IN TRIBUTYL TIN (TBT)

PAINTS

> EVALUATION OF COMMERCIAL TBT PAINTS

• PARALLEL EFFORT WAS SPENT IN QUALIFYING ALTERNATIVE

CUPROUS OXIDE AF PAINTS BECAUSE TBT USE WAS UNCERTAIN DUE

TO LACK OF ENVIRONMENTAL ASSESSMENT

DEVELOPMENT AND QUALIFICATION OF WATER-BORNE INTERIOR

' ^ '^^i^AINTS

ENVIRONMENTAL IMPACTS - FEDERAL/STATE REGULATIONS

• FEDERAL (EPA) AND SOME STATE AUTHORITIES REQUIRE

REGISTRATION OF PAINTS USED ESPECIALLY ANTI-FOULING PAINTS

BECAUSE OF THE BIOCIDE USED

• THE LATE 80'S WAS A PERIOD OF HOPE OF OBTAINING A MORE

EFFECTIVE AF PAINT BASED ON TBT

• THE EPA AND THE MAJORITY OF AFFECTED STATES DID NOT

ACCEPT THE NAVY ENVIRONMENTAL ASSESSMENT FAVORING ITS

USE

• FEDERAL REGULATIONS SET THE LIMIT OF EMISSIONS AT 4

MICROGRAMS PER SQUARE CENTIMETER PER DAY FOR TBT

• STATE CHALLENGES TO NAVY USE OF TBT PAINTS BASED ON

TIGHT LOCAL WATER QUALITY STANDARDS AND LOCAL FEARS OF

TBT

SEA 05M1, April 2003

233
ENVIRONMENTAL IMPACTS - FEDERAL/STATE REGULATIONS (Cont.)

• NAVY DECIDES NOT TO USE TBT PAINTS AND SWITCHES TO TWO

COMMERCIAL ABLATIVE PAINTS BASED ON CUPROUS OXIDE

• LOSS OF TBT OPTION FOR ALUMINUM HULLS POSES MAJOR

PROBLEMS (AS COPPER BASED AF PAINTS ARE UNSUITABLE) - PROBLEM SOLVED BY THE INTRODUCTION OF "EASY RELEASE"

SILICONE PAINT

• NET RESULT WAS THAT THE NAVY WAS UNAFFECTED BY THE IMO

BAN ON TBT PAINTS WHICH CAME MORE THAN A DECADE AFTER THE

NAVY DECISION NOT TO USE TBT AF PAINTS

• NAVY CANCELLED THEIR MILITARY SPECIFCATION FOR

ORGANOTIN PAINTS (MIL-P-24588) IN 1985

SEA 05M1, April 2003

ENVIRONMENTAL IMPACTS - FEDERAL/STATE REGULATIONS (Cont.)

• LATE EIGHTIES WAS A PERIOD WHEN THE STATE OF CALIFORNIA

PUSHED THROUGH REGULATIONS FOR LIMITING VOLATILE ORGANIC

COMPOUND (VOC) CONTENT

• BY 1989 THE NAVY ESTABLISHED BY NEGOTIATION THE LIMITS FOR

IMPLEMENTATION BY SEPTEMBER OF 1991 THE GENERIC NEW VOC

LIMIT OF 340 GRAMS OF SOLVENT PER LITER OF PAINT (g/L)

• THE NAVY MET ALL VOC REGULATIONS THROUGH

REFORMULATION PROGRAMS BY THE DEADLINE DATE EXCEPT FOR

ONE PAINT WHICH WAS COMPLETED BY JANUARY 1992

• IN 1992 THE FEDERAL"NATIONAL EMISSIONS STANDARDS FOR

HAZARDOUS AIR POLLUTANTS" (NESHAP) HIT THE NAVY

• RESULT WAS REGULATION IN 1997 WHICH WAS MET BY THE NAVY.

IN LARGE MEASURE THE NESHAP WAS BASED ON VOC LIMITS SET BY

CALIFORNIA

SEA 05M1, April 2003

234
POST COLD WAR EFFECTS ON

NAVY

• REDUCTION OF FLEET SIZE TO LESS THAN 300 SHIPS CURRENTLY

• REDUCTION IN MAINTENANCE BUDGETS

• REDUCTION IN SHIPYARDS & FACILITIES (8 SHIPYARDS TO 4)

• EXTENSION OF DOCKING CYCLES TO 10+ YEARS

• REDUCTION IN PERSONNEL RESULTING IN LOSS OF EXPERIENCED

PEOPLE

• PERIODIC DIFFICULTIES IN RECRUITMENT AND RETENTION OF

NAVY PERSONNEL

• FLEET MATERIAL OFFICERS DEMANDING MORE RELIABLE LONGER

LASTING COATINGS IN ALL CATEGORIES - 1994 - BUT NO FUNDING TO

DEVELOP.

• ACCEPTANCE OF "REASONABLE RISKS "

SEA 05M1, April 2003

• BETWEEN 1994 AND 2002 13 SHIPBUILDING YARDS WERE VISITED BY

NAVSEA IN EUROPE, JAPAN AND KOREA

• HIGH PERFORMANCE PAINTS AND APPLICATION REQUIREMENTS

ESTABLISHED BY INTERACTIONS WITH WORLD PAINT SUPPLIERS - SIGMA, AKZO-NOBEL, HEMPEL, JOTUN, CHUGOKU

• VERIFICATION OF COATING PRACTICE WITH CLASSIFICATION

SOCIETIES SUCH AS DET NORSKE VERITAS

• EXAMINATION OF NAVY DATA SHOWED;

> LIFETIME OF A BALLAST TANK COATING VARIED FROM 1 YEAR

TO 10 YEARS WITH THE SAME PAINT (AVERGAGE LIFE LESS THAN

5 YEARS)

> QC & QA ON COATINGS SYSTEMS WAS HIGHLY VARIABLE

> LACK OF DIRECTION FOR ROUNDING CORNERS LED TO

GENERIC EARLY FAILURES IN TANKS.

> TRAINING OF APPICATOR PERSONNEL WAS/IS QUESTIONABLE

SEA 05M1, April 2003

CHANGE TO WORLD BEST

PRACTICE 1994

235
i NAVAL SEA SYSTEMS COMMAND

CHANGE TO WORLD BEST

PRACTICE 1994 (Cont.)

• ACTIONS TAKEN

> PROCESS CONTROLS BY QUALITY CONTROL - AT LEAST

TWELVE INSPECTIONS OR "CHECK POINTS " ARE REQUIRED BY

TANK COATING PRESERVATION PROCESS INSTRUCTION (PPI)

> EMPHASIS ON PROPER SURFACE PREPARATION AND SOLUBLE

SALT CONTROL

> DEVELOPMENT OF EDGE RETENTIVE PAINTS - SIGMA

> INTRODUCTION OF "SOLVENT-FREE " PAINTS (EPOXIES)

> INTRODUCTION OF PLURAL COMPONENT EQUIPMENT - NAVAL

SHIPYARDS AND PRIVATE SHIPYARDS

• NEW EXPECTATIONS (EXAMPLES)

> BALLAST TANKS, COMPENSATED FUEL/BALLAST TANKS, FUEL

TANKS: NEW EXPECTEDS SERVICE TO 20+ YEARS; OLD SERVICE

LIFE WAS 5 YEARS.

SEA 05M1, April 2003

SEA 05M1, April 2003

236
RELIABILITY, ENVIRONMENT,

EPA CONSTRAINTS AND UNDS

RELIABILITY

• RELIABILITY DEPENDS ON PROCESSES THAT ARE VERIFIED FOR THE

CONDITIONS ENCOUNTERED ACCOMPANIED BY QUALITY CONTROL

WITH INDEPENDENT OVERSIGHT

• INTERNAL SPACES ON SHIPS ARE EASIER TO CONTROL FROM AN

ENVIRONMENTAL STANDPOINT WITH EQUIPMENT THAT MAINTAINS

REQUIRED TEMPERATURE AND HUMIDITY.

• SPECIFICATIONS WITH TEMPERATURE AND HUMIDITY CONTROLS

CAN HAVE VERY LOW RECORDS OF COMPLIANCE WITHOUT

AUTOMATIC CONTROL DEVICES.

SEA 05M1, April 2003

RELIABILITY (Cont'd)

• EXTERIORS OF SHIPS ARE CONSIDERABLY HARDER TO PRESERVE

BECAUSE NEARLY ALL EXTERIOR PAINTING IS DONE IN THE

WEATHER WITHOUT THE BENEFIT OF TEMPORARY SHELTER AND

CONTROLS.

• VAGARIES OF WEATHER ALSO INTRODUCE SERIOUS RISKS IN

ACCOMPLISHMENT OF QUALITY WORK AND REQUIRE EXPENSIVE

REWORK AS A RESULT OF WEATHER UPSETS.

• THE ABILITY TO DECREASE THE RISKS OF WEATHER INDUCED

"FAILURES" OF PAINTING MAY BE ACCOMPLISHED BY THE

FOLLOWING MEANS:

> RAPID CURE PAINT SYSTEMS TO DECREASE THE PERIOD OF

SUSCEPTABILITY TO WEATHER UPSETS AND SAVE MONEY (THIS MAY BE

THE BETTER OPTION IF SHELTER OPTION IS OUT)

> DEVELOPMENT OF PAINT TOLERANT TO MOISTURE (THIS IS AT BEST A

MARGINAL IMPROVEMENT)

> UTILIZATION OF TEMPORARY OR PERMANENT ENCLOSURES . THIS

sa^El^IJ^lBKSINESS CASE STUDIES. (BEST CORRECTIVE OPTION FOR

MEETING UNIFORM SCHEDULES)

237
[NAVAL SEA SYSTEl*^ COMMAND

EPA CONSTRAINTS

• TRENDS IN CALIFORNIA INDICATE THAT VOC (NESHAP) VALUES ARE

RAPIDLY DECREASING

1991 - 340 g/L

2004 - 250 g/L

2006 - 100-150 g/L

THE TREND IS APPROACHING ZERO VOC

• WATER QUALITY ISSUES EVIDENT IN SAN DIEGO (BAY AREA) WHERE

HIGH COPPER LEVELS ARE SEEN (I.E. IN PLEASURE CRAFT HARBORS)

• FEDERAL EPA HAS RECENTLY PROPOSED MORE STRINGENT LIMITS

ON COPPER LEVELS. THIS HAS A MAJOR IMPACT ON COPPER USE IN

ANTI-FOULING PAINTS. SOME EUROPEAN COUNTRIES AND CANADA

HAVE CONSTRAINTS ON COPPER IN THE WATER

• DUE TO ACTIONS IN THE MID-NINETIES, THE NAVY HAS EPOXIES

(ANTI-CORROSIVES AND OTHER USES) THAT WILL MEET ALL KNOWN

CALIFORNIA LIMITS .

• IT IS DOUBTFUL IF ALKYD LIMITS BELOW 200g/L ARE ACHIEVABLE

• A^MJ^UlEt?^?AINTS, DUE TO RESINS USED, ARE UNLIKELY TO GO

BELOW 400 g/L (WITH SOME RARE EXCEPTIONS TO 340 g/L)

UNIFORM NATIONAL

DISCHARGE STANDARDS (UNDS)

• JOINT EPA - DOD (AND COAST GUARD) EFFORT TO DEVELOP

STANDARDS FOR DISCHARGES FROM SHIPS INTO THE WATER (WITHIN

THE 12 NAUTICAL MILE LIMIT)

• APPLICABLE TO 25 SHIP DISCHARGES, BUT FOR THIS PRESENTATION,

THE SPECIFIC DISCHARGE IS "SHIP HULL LEACHATE" DISCHARGE

BECAUSE OF ITS CONTRIBUTION TO COPPER CONTENT IN HARBORS

SUCH AS SAN DIEGO

TO DATE, NO STANDARD HAS BEEN DEVELOPED OR EXISTS

SEA 05M1, April 2003

238
TECHNOLOGICAL STATUS AND

NEEDS

• THE NEEDS AND DILEMMAS HAVE BEEN PRESENTED AND WHILE

SOME ARE IMPORTANT PRESENT DIFFICULTIES, THERE ARE

SIGNIFICANT OPTIONS AND DEVELOPMENTS FOR FUTURE SOLUTIONS.

• TOPSIDE ALKYD PAINT CAN BE REPLACED WITH SOLVENT-FREE

ALIPHATIC URETHANES. THE PROBLEMS WITH THIS CHANGE ARE:

> USE OF PLURAL COMPONENT APPLICATION FOR SHIPS FORCE

MAINTENANCE IS UNLIKELY

> PROBLEMS WITH OVERCOAT ADHESION - NEED FOR FUNCTIONALITY IN

THE RESIN TO OVERCOME LIMITATIONS

• CHANGE TO URETHANE (OR POLYUREA) FOR RAPID CURE/REPAIR

STRATEGY FOR ALL SYSTEMS. FURTHER ADVANTAGE IS WIDENING

OF THE RANGE OF APPLICATION TO LOWER TEMPERATURES (320 F)

• ANTI-FOULING PAINTS HAVE MAJOR PROBLEMS FOR MEETING THE

340-400 g/L VOC LIMIT AND HIGH SOLVENT CONTENT BRINGS

PROBLEMS FOR LONG SERVICE AF PAINTS DUE TO SLOW SOLVENT

EVM9M,TP^o^D RESULTING LOW MECHANICAL STRENGTH OF

THE PAINT.

NAVAL SEA SYSTEMS COMMAND

TECHNOLOGICAL STATUS AND

NEEDS (Cont.)

• THE SOLUTION IS THE DEVELOPMENT OF A TWO-COMPONENT PAINT

SYSTEM THAT PROVIDES THE PROPER SELF-POLISHING FOR THE

BIOCIDES USED.

• WHY ARE WE OPTIMISTIC? R & D AT THE NAVAL RESEARCH

LABORATORY (NRL) LED BY Dr. JEF VERBORGT HAS IDENTIFIED THE

NEEDED TECHNOLOGY OF:

> RAPID CURE POLYURETHANES

> HIGH FUNCTIONALITY SYSTEMS THAT ALLOW HIGH ADHESION OF

OVERCOAT/REPAIR

> AF SELF-POLISHING SYSTEMS HAVE BEEN IDENTIFIED

• THE POSITION OF THE U. S. NAVY IS THAT THE TECHNOLOGY

DEVELOPED BY NRL/ JEF VERBORGT CAN BE MADE AVAILABLE TO

THE COATINGS INDUSTRY. PATENT APPLICATION HAS BEEN MADE

AND OTHERS WILL FOLLOW.

SEA 05M1, Apnl 2003

239
For More Information:

• NAVAL RESEARCH POINT OF CONTACT IS MR. KEITH LUCAS, NRL,

CODE 6130, CENTER FOR CORROSION SCIENCE AND ENGINEERING,

PHONE NUMBER 202-767-0833.

• FOR FURTHER REFERENCE ON THE TOPIC OF RAPID CURE RESIN

SYSTEMS SEE NATIONAL ASSOCIATION OF CORROSION ENGINEERS

(NACE) PUBLICATION "MATERIALS PERFORMANCE" OCTOBER 2003.

SEA 05M1, April 2003

• HIGH SOLIDS EDGE RETENTIVE COATINGS

TANKS AND EXTERIOR ANTI-CORROSIVE PAINTS

> AMERON 133/333

> SIGMA BT

> SHERWIN-WILLIAMS DURA PLATE

> AKZO-NOBEL INTERGARD 143

• SOLVENTLESS COATINGS

TANKS

> SIGMA EDGEGUARD AND CSF

> SHERWIN-WILLIAMS DURA-PLATE UHS

> AKZO-NOBEL E^TERGARD 143

Backup Slides - Recent

Developments in Navy Coatings

SEA 05M1, April 2003

240
Recent Developments (Cont'd)

UNAVAL SEA SYSTEMS COMMAND

• LOW SOLAR ABSORBENT/ANTLSTAIN EXTERIOR

TOPSIDE COATINGS

FREEBOARD AND DECKS

> NCP (NILES CHEMICAL PAINT CO.) 7229C

> AKZO-NOBEL INTERLAC 1

• BIOCIDE-FREE ANTIFOULING PAINTS FOR SPECIAL

APPLICATIONS

PRIMARILY FOR ALUMINUM CRAFT

> AKZO-NOBEL INTERSLEEK

• SURFACE TOLERANT COATINGS

BILGES, WET SPACES

> EURONAVYES 301

SEA05Ml^pnl2003^LOCIT 28.15

COATINGS FOR THE FUTURE

•SINGLE COAT PRODUCTS

> URETHANES

> POLYUREAS

> EPOXIES

•QUICK CURE PRODUCTS

> SHORT POT LIFE

> COAT-TO-USE IN 30 MINUTES

> LOW TEMPERATURE CURE

•ANTI-FOULING PAINTS

> LOW COPPER/NO COPPER

> BIOCIDEFREE

> SOLVENTLESS

SEA 05M1. Anril 2003 > TWO COMPONENT

241
Single Coat & Rapid Cure

Tank: Coating Systems

Improved Tank Preservation Processes

Arthur Webb - NRL

Program Team

Program Sponsor - Office of Naval Research

Transition Sponsor/Materials Technical Authority - Naval Sea Systems Command 05M

Fleet Demonstration Partners - COMNAVSURFLANT, COMNAVSURPAC

- COMNAVAIRLANT, COMNAVAIRPAC

Technical Development and Implementation Labs

- Naval Research Laboratory, Code 6130 - Naval Surface Warfare Center, Carderock Division, Code 613

Naval Research Laboratory

Arthur A. Webb

(202) 404-2888, awebb@ccs.nrl.navy.mil

Paul Slebodnick 202-404-7298, Slebodnick@nrl.navy.mil

Bill Groeninger

757-652-4838, Groeninger@ccs.nrl.navy.mil

Naval Surface Warfare Center

Bill Needham

301 -227-5034, NeedhamWD@nswccd.navy.mil

Rich Hays

301-227-5135, (HaysRA@nswccd.navy.mil

242
Program Objectives

Develop Single Coat and Rapid Curing Coating Systems to Reduce Labor and

Time Associated with Tank Preservation - Replace Current 3 Coat System - Coating Systems with Edge Retention - Environmental Compliance - High film build in single application - Tanks can be returned to service quickly Assess performance of coating systems - Industrial application - Actual service conditions - Determine application limitations

• Representative service - Range of complexities - Multi platform applications- Amphibious, Carrier, Combatant Ships - Low complexity for initial installations - Increasing complexity as application experience increases and producibility issues are

• Tanks scheduled for preservation - Select tanks in work package designated for represervation - Program provides funding for coating application, coating, tech assistance, and QA

- Cost Sharing with Fleet funding for surface preparation

• Definitions - Single Coat

• A single application product with shorter production

cycles - Currently employing solvent-free polyurethanes - Rapid Cure

• A multiple application product with shorter cure and

overcoat characteristics resulting in reduced

production cycles - Currently employing solvent-free epoxy coatings

addressed

243
Cure Speed Classification

General classification of coatings based on cure times

Cure Class iHIHiHIIIHE!EE3BEEC33SS!3iH^HHi

standard Cure Traditional solvent free epoxy

Rapid Cure Solvent free epoxy using enhanced curing agents

Single Coat Polyurethane and Polyurea with low catalyst levels

Typical cure times at various temperatures for coating types

Type ^^^^^^^^^H^^^^^^^^^^^^^^^^^^^^^H

40F 60F 75F 90F 110F

Standard Cure (Epoxy) No curing 12-24 hrs 8-12 hrs 6-8 hrs 4-6 hrs Rapid Cure (Epoxy) 8hrs 5-7 hrs 3-4 hrs 2-3 hrs 1-2 hrs

Single Coat (Urethane) 40-60 min 20-30 min 10-20 min 5-10 min <1 min

Polyurea 2-3 min 1-3 min 30-45 sec 5-10 sec <5 sec

Single Coat Application

• Not a "single pass" application - Process is the application of a polyurethane

system

• One complete coating system during work shift - Operation consists of three distinct coating

applications each within perspective overcoat

window for product - Work progresses in "sections" within tank

• When section completed, application moves to next

section

• Allows for real-time (concurrent) QA/QC

244
Application Sequence

Using a Single Coat System

Legend

First Pass

Second Pass

3"' Pass (Completed)

Sequence Approach: 2-10 minutes between sections

Done!

All inclusive process, no leaving tank between subsequent coats

Current Single Coat Candidates

Polyurethane Systems

• Futura Protec II PW-ER

- MIL-PRF-23236 testing completed, passes all tests

• SW, Fuel, Comp Fuel, CHT, PW

• Futura Futurathane 527

- Initial MIL-PRF-23236 testing underway

• Madison Chemical Industries Corrocote II - Progressing with 23236 laboratory qualification

• SW, Fuel, Comp Fuel, CHT, PW

• Edge retention of first and second versions failed

•

4'''^ version ER under review

• Product not yet qualified

245
Current Rapid Cure Candidates

• Sherwin-Williams Fast-Clad - Progressing with 23236 laboratory qualification

• SW, Fuel, Comp Fuel, CHT

• No potable water

• Product not yet qualified

• International Intergard 783

- MIL-PRF-23236 testing initiated Aug 03

• SW, Fuel, Comp Fuel

• Sigma EX 1762

- Initial MIL-PRF-23236 qualification underway

• Formulated for all tank applications, except potable water

Current Rapid Cure Candidates

Curing Performance for Current Fast Cure Candidates

SIGMA SH-WMS INTERNAT

EX1762 FASTCLAD INTERGARD

AMINE 483/783

Properties Cure Times

SET TO TOUCH 1.3 hrs 1.6 hrs 1 .4 hrs

TACK FREE 1.9 hrs 2.3 hrs 2.3 hrs

DRY HARD 2.1 hrs 2.6 hrs 2.5 hrs

ND= no difference or change from dry hard reading coatings were cured through at the dry hard measurement time

246
Single Coat Demonstrations

• USS GUNSTON HALL (LSD-44) May 2002

- Madison Marithane - 1 Tank: 3-121-1-W

• USS WHIDBEY ISLAND (LSD-41) Aug 2002

- Madison Marithane - 2Tanks:3-129-l-W&3-103-l-W

• USS GEORGE WASHINGTON (CVN 73) June 2003

- Madison Marithane - 1 DC Void: 3-123-1-V

• USS TORTUGA (LSD-46) Nov 2003

- Futura Protec II ~ 1 Tank: 5-140-1-W

• USS ASHLAND (LSD-46) Jan 2004

- Futura Potable Water - 2-Tanks: 6-4 1 - 1 -W & 6-4 1 -3-W

Successive demonstration of same product involves tanks with progressively higher

complexity and size

USS GUNSTON HALL LSD-44, Single Coat Application

Insertable Stalk Inspection Sys (ISIS) Coatings Assessment Images

In-Service Inspection, 6 months

247
USS WHiDBEY ISLAND LSD-41, Single Coat Application

Aug 2002 PMA, NORSHIPCO VA

Seawater Ballast Tank 3-1 29-1 -W & 3-1 03-1 -W

Application of Madison Marithane II Ultra Polyurethane

USS TORTUGA LSD-46, Single Coat Application

Futura Protec II applied in Tank 5-140-1 -W , September 2003

248
Rapid Cure Demonstrations

• USS WASP (LHD-1) June 2003

- Shenvm-Williams Fast Clad - 1 Tank: 5- 104-1 -W

• USS TORTUGA (LSD 46) Nov 2003

- Sherwin-Williams Fast Clad - : Tanks: 5-125-1-W. 5-129-l-\V

• USS ASHL.\ND (LSD-46) Jan 2004

- Sherwin-Williams Fast Clad - 4-Taiiks: 3-98-1-W. 3-103-2-W. 3-129-2-W. 5-129-2-W

Successi\ e demonstration of same product involves tanks with progressively

higher complexit\" and size

USS WASP LHD-1, Rapid Cure Application

Sherwin-Williams Fast-Clad applied in Tank 5-140-1 -W , 12 June 2003

249
USS TORTUGA LSD-46, Rapid Cure Application

Sherwin-Williams Fast Clad applied in Tank 5-1 29-1 -W , September 2003

Demonstration Process Requirements

• Surface Preparation - SSPCSP-10

• Conductivity <30mS/cin

• Profile 2-4 mils - Environmental Control

• 50% RH maximum

• Dew point and ambient temperature >5° difference - Certified applicator

• Completed training and demonstrated proficiency prior to commencement ofjob - Coating application

• Holiday inspection on all angles and flange backsides

• Development of optical holiday detection techniques

250
Lessons Learned

• Single Coat systems exhibit propensity for rapid turn-around

- Tank can be completely coated and finished in one day - Applicator training is absolutely essential

• Urethane systems less user friendly

• Requires plural pump and dual feed or impingement mix gun

• Coating is susceptible to moisture during application

• Rapid cure systems allow for reduced maintenance cycle - Painting cycle time can be significantly reduced - Applicator training less critical but necessary for plural component usage.

• Epoxy-based systems more user friendly

• Uses plural pump with single feed guns

• Less affected by moisture during application

Lessons Learned

General Product Selection Guidelines

General Guidelines for Single Coat and Rapid Cure Coatings Installation Tank Size fft*2) Tank CompiexEty Temperature Coating System Set Time Overcoat Window

<5000 Low 50 to 90F Single Coat 20-30 min 4 hrs min <5000 Med 50 to 90F Single Coat 30-40 min 4 hrs min <5000 High 50 to 90F Rapid Cure 40-60 min 4 hrs min >5000 Low 50to90F Rapid Cure Zhrs 8 hrs min >5000 Med 50 to 90F Rapid Cure 3 iirs 8 hrs min >5Qm High 50 to 90F Rapid Cure 3hrs 8 hrs min <5000 Any Configuration >90F Rapid Cure 3 tirs 8 hrs min >mm Any Configuration >90F Rapid Cure 3 hrs 8 hrs min

251
Need for Improvement

• Single coat polyurethanes - Curing speeds extremely attractive

• Low temperature capabilities also of interest - Solvent free formulations ideal for shipbuilding and repair - However current polyurethane systems not ideally suited for marine and industrial application environment

• Poor control of overcoat windows

• Susceptible to application errors

• Can exhibit limited adhesion

• Limited chemical resistance (fiiel and alkaline conditions)

• Corrosion inhibition properties can unpredictable - Formulation difficulties

• Limited raw materials base (resins) - New resin technologies needed

• Need corrosion inhibition, chemical resistance and adhesion of amine-cured epoxies

with the rapid cure properties of a poljoirethane

New Technology

• NRL Novel Resins - Functional polyol resins synthesized from

current widely available raw materials - Solvent free - Cured using all commercial isocyanates

• Aromatic for chemical resistance

• Ahphatic for weatherabihty

252
Background

• Current high solids and solvent free polyurethanes - Polyether polyol blends

• Low viscosity

• Moderate moisture absorption (polyether backbone)

• Low to medium isocyanate demand

• Chemical resistant linings using aromatic isocyanates - Low molecular weight acrylic or polyester polyols

• High viscosity

• Moderate moisture absorption

• Poor alkaline resistance (acrylic side chains & ester backbone)

• Low isocyanate demand

• Used for weatherable coatings (aliphatic isocyanate cured)

Novel Resins

• Modified aliphatic backbone

- Alkaline resistance - Low moisture pick up

• Primary and secondary hydroxyl functionality - Primary OH for reaction - Secondary OH for adhesion

• Solvent free - Low and medium viscosity

• Medium to high isocyanate demand

- Enhanced chemical resistance (aromatic isocyanate)

253
Standard Features

• Solvent free - Requires no solvent during manufacturing

• Rapid cure system

- -30 Minutes @ 25C

• Instant cure system

- < 1 minute @ 25 C

• Variable Viscosity - < 100 Cps for weatherable systems - 10,000 Cps for chemical resistant systems

• High adhesive strength - >2000 psi

Special Features

• ZeroVOC

- No solvents employed in manufacturing or application

• Variable functionality - Equivalent weights ranging from 76 to 250

• Gloss retention - Comparable to acrylic polyurethanes

• Chemical Resistance - Comparable to current epoxies

• Rapid cure capability - Controllable via structure and catalyst levels

254
Physical Properties

Comparative Properties of NRL Resin Systems

Novel Resin Comparative Properties

System

1

Description

Aliphatic Trifunctionat polyot

Target Use

Exterior coatings

Viscosity (Centipoise)

400-450

2 Aliphatic Trifunctiona! polyol Clear coat and reactive diluent 300-325 3 Aliphatic pentaftjnctional polyol Medium duty immersion 1800-2000 4 Aliphatic Trifunctional polyol Medium duty immersion 1500-1800

5 Cycfoafiphatic tetralincttonal polyol Medium duty immersion 3500-3800

6 Aromatic tetrafunctional polyol Heavy duty immersion 10000-15000

Physical Properties

Viscosity vs. Temperature for 3 Systems*

25 -|

20 -

scosity

(Pois

5

0

-

20 25 30 38 45 54 60 "0

Material Temperature

1 -»— System 1 System 2 System 3 |

• Constant shear rate of

255
Mechanical Properties

Effect of Post-Cure Baking 1 hr @ lOOC

Tensile Values of NRL Resins Compared to Epoxy*

Epoxy Resin Developmental Resin System 1 Developmental Resin System 2 Developmental Resin System 3

Ambient Cure (25C) - Forced Cure (100C)

* Bis-A Epoxy cured with aliphatic polyamine

Adhesion Performance

Comparison of NRL Systems to Commercial Epoxy

cured epoxy cycloaliphatic curing agent cycloaliphatic curing agent aromatic curing agent

O Low Higti

256
Chemical Resistance

Methanol and Xylene Resistance Compared to Commercial Epoxy Systems

Aliphatic amine cured Aliphatic amine cured NRL System 1 NRL System 2 NRL System ^ NRL System 4

Bis-A epoxy Bis-F epoxy

O Methanol Xylenes

Weathering Resistance

Systems Cured with Desmodur N3600

Date Tile ID Gloss Designation L a e

04/22/03_ System 3 STANDARD 74.4 -0.97 . 04/22/03 85 74.6 -0.96 6.7 0.11

" 04/28/03 88 lOOHOLfiQUV 70.1 -1.9 30.6 24

' 05/05/03 90 200HOt«QUV 69.4 -1.2 34,9 29

' 05/12/03 89 sooHomouv 68.8 -0.58 37.8 32

04/22/03 System 2 STAtsffJARD 72.9 0.39 2.8 04/22/03 86 LWTESTH) 72,7 0.39 2.8 0.22 04/28/03 91 100HOLRCRJV 69.1 -2.3 25.4 23

' 05/05/03 86 200H(XRQUV 68.4 -2.1 29.9 28

' 05/12/03 96 300HOtRQUV 68.3 -1.84 32.5 30

04/22/03 System 1 STANDARD 74.1 0.75 2.6

' 04/22/03 77 LWIfcSlbU 74.3 0.77 2.6 0.19

" 04/28/03 70 100 HOIK QUV 71.5 -2.7 22.1 20

' 05/05/03 73 200 HOUR QUV 71 -2.4 24.5 22

' 05/12/03 87 300HOtRQUV 71.6 -2.21 27 25

04/22/03 System 4 STANDARD .75.9 0.67 3.3

' 04/22/03 90 Lfl^TESTTO 76.1 0.67 3.2 0.13

" 04/28/03 85 100 HOLRQUV 72.2 -1.9 28.4 26

05/05/03 88 200 HOUR QUV 71.1 -1.3 33.7 31

' 05/12/03 90 300 HOUR OA' 70.5 -0.37 36.9 34.1 Note: no light stabilizers added

257
Targeted Uses

Solvent Free Rapid Cure Nonskid Solvent Free Exterior Topcoat Casting Resin and Thennal Banicrs

Solvent Free Tank Lninig

Comparative Properties

• NRL System Design Features - Good color and gloss retention

• Solvent free aliphatic topcoat - Good hydrocarbon fuel resistance

• Solvent free aromatic system - Excellent direct to metal adhesion (self

priming) - Good cathodic disbondment resistance

(hydrolytically stable)

258
Coatings Formulation

• Resin system can be synthesized by any

well equipped coating/resin manufacturer - Specialized reactors and handling equipment

not required

• Compatible with most pigment materials

• Utilizes standard production processes

Accepts most pigment types High flexibility non-skid

Summary

• Points of Contact - NRL Technology Transfer Office

• Jane Kuhl (202) 404-8411 - Center for Corrosion Science and Engineering

• Arthur Webb, Head, Marine Coatings Section - (202) 404-2888; awebb@ccs.nrl.navy.mil

• Jozef Verborgt, Marine Coatings Section Consultant - (202) 404-3858; jefverborgt@aol.com

• Keith Lucas, Branch Head, Center for Corrosion Science and

Engineering - (202) 767-0833; klucas@ccs.nrl.navy.mil

259

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