Corrosion Protection of Ships: Recommended

RECOMMENDED PRACTICE
CORROSION PROTECTION OF SHIPS

2000
DETNORSKE
VERITAS
Veritasveien 1, N-1322 Hgvik, Norway Tel.: 4 7 67 57 99 00 Fax: 4 7 67 57 99 1 1
FOREWORD
DET NORSKE VERITAS (DNV) is an autonomous and independent foundation with the object of safeguarding life, property
and the environment at sea and ashore.
DET NORSKE VERITAS AS (DNV AS), a fully owned subsidiary society of the foundation, undertakes classification and
certification and ensures the quality of ships, mobile offshore units, fixed offshore structures, facilities and systems, and carries
out research in connection with these functions. The society operates a world-wide network of survey stations and is authorised
by more than 120 national administrations to carry out surveys and, in most cases, issue certificates on their behalf.
Recommended Practices
Recommended Practices (RP) are issued as a supplement to DNV Rules for Classification or DNV Offshore Standards and
other recognised codes used by the industry. RPs form a part of the technical basis for DNV classification and verification
services as well as offering D W s interpretation of good engineering practice for general use by the industry.
An updated list of Recommended Practices is available on request. The list is also given in the latest edition of the
Introduction-booklets to the "Rules for Classification of Ships", the "Rules for Classification of Mobile Offshore Units" and
the "Rules for Classification of High Speed, Light Craft and Naval Surface Craft".
In "Rules for Classification of Fixed Offshore Installations", only those Recommended Practices that are relevant for this type
of structure have been listed.
0 Det Norske Veritas 2000

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00-10-24 13~00
10.00.2000
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any other acting on behalf of Det Norske Veritas.
CONTENTS
1. Introduction ............................................................. 4 4. Appendix 1: Brief Review of the DNV Rules for
1.1 General ...................................................................... 4 Ships (2000) and IMO Guidelines regarding
1.2 Limitations................................................................. 4 corrosion protection of ships .................................
23
1.3 Definitions and description of terms.......................... 4 4.1 Classification requirements...................................... 23
2. Newbuildings - Corrosion Protection of Ships ......
6 4.2 IMO Guidelines .Corrosion protection ...................23
1.1 Planning..................................................................... 6 5 . Appendix 2: Properties and Test Standards
1.2 Steel surface preparation ........................................... 6 for Coatings ............................................................
25
1.3 Coatings - general ...................................................... 9 5.1 Quality control tests for steel surface treatment
1.4 Coating systems for ballast tanks and coating application ............................................ 25
(Tables 2.1 - 2.3) ....................................................... 9 5.2 Coating materials' testing .thermal. mechanical
1.5 Coating systems for oil cargo and slop tanks and physical properties ............................................ 26
(Tables 2.1 - 2.3) ..................................................... 13 5.3 Documentation of coating performance properties .
1.6 Coating specification for holds in bulk carriers Type approval of coatings........................................ 26
or OBOs (Tables 2.1 - 2.3) ...................................... 13 6. Appendix 3: Coating inspector's duties
1.7 Coating for miscellaneous areas .............................. 13 .Checklist ...............................................................
27
1.8 Coating for external hull .......................................... 14 7. Appendix 4: Corrosivity and corrosion
1.9 Cathodic protection of ballast tanks ........................ 15 resistant materials .a brief review ............
28
1.10 Cathodic protection of external hull ........................ 17 7.1 The marine environment .corrosivity...................... 28
2. Ships in Operation - Maintenance of 7.2 Corrosion mechanisms on steel surfaces in ships ....28
Corrosion Protection Systems ............... 17 7.3 Factors.influencing steel corrosion rates in ships.....28
2.1 Ballast tanks and hull internals ................................ 17 7.4 Metallic materials other than steel ........................... 29
1.2 External hull ............................................................ 20 1.2 Cargo and ballast handling .design
1.3 Assessment of coating condition in ballast against corrosion ...................................................... 32
tanks (Good, Fair, Poor) .......................................... 20 2 . Appendix 5: Surfaces - Preparation, Coating
3 . References .............................................................. 21 and Corrosion .........................................................
34
DETNORSKE
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4 Recommended Practice
2000
1. Introduction Cathode: The non-corroding or protected part of an

electrochemical cell.
1.1 General
Cathodic protection: Protecting a metal surface from
The aim of these guidelines is to indicate different, corrosion by making it a cathode in an electrochemical
recognised methods for corrosion protection of ships, with corrosion cell.
emphasis on tanks and holds. General specifications of
coating systems I, I1 and I11 of different target useful life or Cathodic protection of a steel surface is obtained by
durability 5 , 10 and 15 years, respectively, are indicated. The installing sacrificial anodes or impressed current anodes in
useful life is dependent mainly on steel surface preparation metallic, electrical contact with the steel within the same
and cleanliness. electrolyte (sea water) system. Protective current passes from
the anode through the electrolyte to the steel surface.
Use of cathodic protection is recommended in combination
with coating on surfaces submerged in seawater, e.g. The term "anodic protection" is not to be used for common
sacrificial anodes in ballast tanks. anode systems on ships, either based on sacrificial anodes or
impressed current. These systems belong to the concept
The guidelines are primarily not intended for classification "cathodic protection systems". "Anodic protection" is
use but for assisting in the selection of effective corrosion another, special technique used in chemical industry.
protection systems by yards and owners, especially for
newbuilding. However, the additional voluntary class Chlorinated rubber: Binder in paints or coatings based on
notations COAT-I and COAT-2, refer to these guidelines. A dissolved or emulsified (un-vulcanised) rubber polymers
summary of the classification requirements related to saturated with chlorine. Chlorinated rubber paints are of one-
corrosion protection is included. component, air drying type.
Definitions and terms, properties and standards for coatings, Coating: There is no generally valid definition of coating.
a check list for coating inspectors, materials and corrosion
resistance, surface preparation of steel, and coating condition Coating is often synonymous with painting, i.e. a protective
evaluation on existing ships are briefly reviewed. film of thickness usually about 0.2 - 0.5 mm. Coatings or
paints are usually sprayed on the metal surface.
1.2 Limitations Conductivity: The inverse of the resistivity (ohm cm). In
The guidelines cover protection of common carbon steel hull these guidelines: Conductivity, i.e. specific electrical
structures against seawater and the marine environment. conductance, of an electrolyte, usually seawater.
Ballast tanks, oil cargo tanks and holds of bulk carriers or Corrosion: Chemical degradation of solid material by
OBOs are known to be most susceptible to corrosion and are influence from its environment.
thus of prime concern. Other materials and subjects are
briefly reviewed for the sake of completeness. Corrosion rate: The rate, usually in mdyear, at which the
corrosion process proceeds. The corrosion rate is always to
The guidelines do not address protection against corrosive be calculated from metal loss on one surface, even when
cargoes or chemicals. occurring on both sides of a steel plate, etc. (Corrosion rate is
not to be confused with "steel thickness reduction rate".)
The guidelines are aiming at being easy to use. No subject is
treated in great depth or detail. Dewpoint: The temperature at which air is saturated with
moisture.
1.3 Definitions and description of terms
Electrochemical cell: See electrolytic corrosion.
Alkyd: Alkyds are synthetic resins of polyester type used as
binders in paints or coatings. The name "alkyd" is derived Electrolytic corrosion: Corrosion occurring in an electrolyte,
from the parent chemicals alcohol + acid + ester. Alkyd i.e. an electrically conductive liquid such as seawater.
paints cure by air-drying and oxidation. Anodes and cathodes formed on the steel surface, together
with the electrolyte, constitute electrochemical cells.
Anode: The corroding part of an electrochemical corrosion
cell (sacrificial anode or impressed current anode). Epoxy: Common binder type in paints or coatings for marine
use. Epoxies are normally of two component type, epoxy
Anti-foulingpaint: Paint for use on under water areas on resin (A component) chemically cured with a hardener (B
hulls to prevent growth of living organisms, usually component, e.g. amine), resulting in a relatively hard film.
containing toxic agents (e.g. tin or other biocides).
Binder: The component in paint or coating binding its

constituents together and fixed to the surface. Common
binders are epoxy, chlorinated rubber, vinyl, and alkyd.
DETNORSKE
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Recommended Practice 5
2000
Epoxy coal tar (coal tar epov): Epoxy mixed with coal tar, Primer coating: First layer of a coating system applied in the
constituting a part of the binder in paints or coatings for shipyard (also called touch up primer, to differentiate from
marine use. Chemical curing is accomplished by means of a shop-primer).
hardener, as for pure epoxy. The tar component acts as
pigment and influences the flexibility and water resistance of Recommended Practice (DNV definition): Recommended
the cured coating film. Practices (RP) are issued as a supplement to DNV Rules for
Classification or DNV Offshore Standards and other
Film thickness: The thickness of a coating layer or a multi- recognised codes used by the industry. RPs form a part of the
layer coating system. Dry film thickness DFC is measured technical basis for DNV classification and verification
for cured coatings, in shipbuilding some times specified as services as well as offering DNV’s interpretation of good
average thickness. Minimum and maximum thickness can engineering practice for general use by the industry.
also be specified. Wet film thickness is usually controlled
only during application by the coating applicator. Resin: Material used as a binder constituent forming a non-
crystalline film when dried or cured.
General corrosion: Relatively evenly distributed corrosion
attacks on a steel surface. Resistivity: Specific electrical resistance (ohm cm).
Guidelines (DNV definition): Guidelines are publications Sa I : Light blast cleaning. Loose mill scale, rust and foreign
which give information and advice on technical and formal matter shall be removed. The appearance shall correspond to
matters related to the design, building, operating, the standard photos designated Sa 1. (This originally
maintenance and repair of vessels and other objects as well Swedish standard SIS 055900-1967 is adopted as I S 0
as the services rendered by the Society in this connection. standard 8501-1. It is a pictorial surface preparation standard
Aspects concerning classification may be included in the for painting steel surfaces. The pictures showing the surface
publication. appearance are not reproduced in this guideline. Grades Sa 1
- Sa 3 describe blast-cleaned surfaces.)
Hard coating: Chemically cured coating normally used for
new construction, or non-convertible air drying coating such Sa 2: Thorough blast cleaning. Almost all mill scale, rust and
as used for maintenance purposes, organic or inorganic foreign matter shall be removed. Finally, the surface is
(according to IMO (12)). The hard coating concept covers cleaned with a vacuum cleaner, clean, dry compressed air or
typical marine coatings such as those based on epoxy, coal a clean brush. It shall then be greyish in colour and
tar epoxy, polyurethane, chlorinated rubber, vinyl, zinc correspond in appearance to standard photos designated Sa 2.
epoxy, zinc silicate. (See parenthesis, Sa 1.)
Inhibitor: Chemical having an inhibiting effect on corrosion, Sa 2,5 (Sa 2 U2): Very thorough blast cleaning. Mill scale,
usually added to a closed liquid or gaseous system. rust and foreign matter shall be removed to the extent that the
only traces remaining are slight stains in the form of spots or
Lining: Linings are commonly of higher thickness than stripes. Finally, the surface is cleaned with a vacuum cleaner,
coatings, most often above 1 mm, and are usually applied clean, dry compressed air or a clean brush. It shall then
internally in tanks, pipes or vessels. Linings may be applied correspond to standard photos designated Sa 2,5. (See
in sheets or built up with reinforcements. parenthesis, Sa 1. It should be noted that Sa 2,5 is closer to
Sa 3 than to Sa 2. Sa 2,5 corresponds to NACE grade No. 2
Localised corrosion: A concept comprising various kinds of (near white) and SSPC grade SP 10 (near white).)
more or less concentrated or spot-wise corrosion attacks:
Typically pitting, corrosion in way of welds, crevice Su 3: Blast cleaning to pure metal. Mill scale, rust and
corrosion, stress corrosion cracking, etc. Localised corrosion foreign matter shall be removed completely. Finally, the
can proceed rapidly and can be dangerous, e.g. in case of loss surface is cleaned with a vacuum cleaner, clean, dry
of weld metal or penetration of a pressure vessel by pitting. compressed air or a clean brush. It shall then have a uniform
metallic colour and correspond in appearance to standard
Mechanical cleaning: Power tool cleaning, by means of photos designated Sa 3. (See parenthesis, Sa 1. Sa 3
grinding disc, wire brush, or similar. corresponds to NACE grade No. 1 (white metal) and SSPC
grade SP 5 (white).)
Marine environment: In this context used in its widest sense,
comprising basically sea water and marine atmosphere, Shop-primer: Thin (approximately 15 - 25 microns) primer
including contaminants from cargoes, industry, harbours, coating applied for temporary protection of steel plates in
wave and weather actions, and operational factors specific automatic plants.
for each ship.
Soft coat: Coating that remains soft so that it wears off when
Pigments: Powders added to the coating in liquid condition touched; often based on oils or sheep wool grease.
to obtain colour. Pigments also influence the coating’s
viscosity, application and protective properties. Semi hard coating: Coating which dries in such a way that it
stays soft and flexible although hard enough to touch and
walk upon.
DETNORSKE
VERITAS
2000
St 2: Thorough scraping and wire brushing - machine The above coating quality or durability levels should be read
brushing - grinding - etc. The treatment shall remove loose as target useful lives, estimated based on literature data and
mill scale, rust and foreign matter. Finally, the surface is experience, with great uncertainties and variations. The
cleaned with a vacuum cleaner, clean, dry compressed air or useful life will be prolonged if maintenance coating
a clean brush. It should have a faint metallic sheen. The according to principles outlined in these guidelines is carried
appearance shall correspond to standard photos designated St out.
2. (This originally Swedish standard SIS 055900-1967 is
adopted as I S 0 standard 8501-1. It is a pictorial surface Some users may find the indicated durability possibly too
preparation standard for painting steel surfaces. The pictures optimistic, others the opposite. As further elaborated below,
showing the surface appearance are not reproduced in this the useful life of corrosion protection systems is dependent
guideline. Grades St 2 - St 3 describe mechanically cleaned on many factors and circumstances, including those related
surfaces.) to the ship type, trade and operation.
St 3: Very thorough scraping and wire brushing - machine 2.1 Planning

brushing - grinding - etc. Surface preparation as for St 2, but
much more thoroughly. After removal of dust, the surface To obtain long life protection, the application or installation
shall have a pronounced metallic sheen and correspond to of corrosion protection systems (coatings and anodes) should
standard photos designated St 3. (See parenthesis, St 2.) be a well planned activity, integrated in the shipyards
construction plans. Care should be taken to avoid conflicts
Steel: In these guidelines, if not a more precise definition is with other yard operations, notably piping installations and
given, "steel" means carbon steel including hull structural welding.
steel.
Corrosion protection works include
Stripe coating: Application, normally by brush, of one or
more coating layer on edges, welds or similar to build up - staging
adequate total dry film coating thickness at the actual
- steel surface preparation, e.g. grinding of edges and
locations. welds, blast cleaning, mechanical cleaning
- partitioning of suitable areas for blast cleaning and
Vinyl: Binder in paints or coatings based on dissolved or coating, e.g. block building
emulsified vinyl chloride or vinyl acetate polymers (Vinyl - coating application
chloride: CH2= CHCl). Vinyl paints are of one-component, - installation and masking off of anodes
air drying type. - shielding off already painted areas from blasting
operations in other areas
Zinc rich paint or coating or primer: Products containing - cleaning operations
usually > 85 % of metallic zinc powder in the dry film. The - control of humidity and temperature of the air in relation
high amount of zinc provides a sacrificial anode effect. The to the steel temperatures
binder usually is on epoxy or (inorganic) silicate basis. - control of coating curing conditions
- avoidance of damage to finished coating and installed
2. Newbuildings - Corrosion Protection of anodes.
Ships 2.2 Steel surface preparation
The preparation of steel surfaces is of greatest importance for
This chapter aims at indicating coating systems of varying
the durability of a coating. It may be more important than the
quality and target useful life or durability levels.
selection of coating type. Use of a high quality and
Systems of three target useful life or durability levels are technically sophisticated coating is useless if the steel surface
indicated for ballast tanks, oil cargo tanks and holds in bulk preparation is neglected. The potentially best coatings may
carriers or OBOs: be the most dependent on adequate surface preparation. Early
coating failures are often caused by inadequate surface
System I: Target useful life 5 years (k 3 years) preparation.
System 11: Target useful life 10 years (k3 years) 2.2.1 Shop-primed steel
System 111: Target useful life 15 years (k 3 years). Steel ships are normally built of shop-primed plates. The
plates are automatically cleaned by shot blasting or similar
The useful life of a coating is considered to be until 3 % and the shop-primer applied immediately afterwards in the
breakthrough of rust on the coated surface areas: Welds' and same plant. The cleanliness standard for application of shop-
edges' areas, respectively plain and large surface areas, primer should be near white metal or equivalent, i.e. Sa 2,5
considered separately. (IS0 Standard 4628/3 rust scale = Ri according to I S 0 850 1- 1.
3-4, or Rust Grade 5, ASTM D 610, Appendix 5).
Reasons: See 2.4 and 3.1.1,
DETNORSKE
VEFUTAS
2000
The best shop-primers from a corrosion protection point of

view are those containing zinc Zn, preferably inorganic
silicate based. Notably on surfaces not continually
submerged, e.g. ballast tank top and internal splash zone
areas, zinc containing shop-primers should be used.
Sweep blasting of the whole or parts of shop-primed surfaces

may be relevant, dependent on their condition, type of shop-
primer and coating system to be applied.
Ultra high pressure water jetting (>=: 1700 bar) with

equipment free from back thrust and combined with chloride
control (maximum conductivity corresponding to =: 20-50 Figure 2.1 Edges on steel plates, enlarged cross section.
mg/m2NaCl, depending on various conditions) may be a
possible, alternative method of cleaning shop-primed Upper case: Sharp. Middle case: Broken, after one pass of
surfaces, for specially designed coatings, subject to coating grinding tool. Lower case: Rounded after blast cleaning.
manufacturer’s recommendation.
Edges from gas and/or plasma cutting are often sharp, though
Contamination as mentioned below on shop-primed or blast not necessarily always so. Edges of rolled sections may more
cleaned surfaces may result in early blistering and often than not be well rounded, though not always,
considerably reduced coating lifetime. There are indications depending on types of sections, profiles, and rollers. A
that the negative effect of surface contamination with small definition of sharp edges may be: Edges with radius r < 2
amounts of salts may be larger than traces of grease. mm (in some paint specifications, rounded edges are defined
as with r > 2 mm).
When relevant, cleaning should be carried out before
application of the first coating layer (primer coat applied in Welds should be ground where necessary, so that weld
the yard) to shop-primed surfaces. beads, weld spatter or other surface irregularities that can
reduce the coating’s useful life are removed. See Appendix 5 .
Any salt contamination, oil, grease, dust, weld smoke,
metallic or other particles should be removed, e.g. with If the above treatment of edges and welds is not carried out,
solvent cleaning, or washing with fresh water containing coatings will be:
detergent followed by rinsing with fresh water and drying.
Such degreasing, washing and drying of shop-primed - applied too thin, and
surfaces shall, if required, be carried out before final blast - easily damaged by traffic and flowing liquids.
cleaning operations. The blasting abrasive should not contain The consequence will be that the coating’s effective lifetime
contaminants. is reduced to a fraction of what it could have been.
2.2.2 Treatment of sharp edges, welds and burns: It is difficult to measure coating film thickness on edges by
non-destructive methods, even when rounded to r = 2 nun.
All sharp edges on cut or burnt steel plates should be Stripe coating is a common means of obtaining the same film
rounded or broken before blast cleaning operations. A thickness on edges as on plain surfaces.
minimum of rounded edges is obtainable by means of a
single pass of a grinding tool over the steel edge, braking up The above surface treatment of edges and welds (2.2.2) is
one 90 degrees or sharper edge into two, each approximately necessary for System I1 and 111 and is generally
90 + 45 = 135 degrees, as illustrated in figure 2.1. After recommended.
finished blast cleaning, the edge may become sufficiently
rounded for application of coating. For System 111, cleaning as described under 2.2.1 is
necessary and must include welds, burns and edges’ areas.
Rounding of sharp edges can also be specified more Such cleaning is generally recommended and may be
accurately, e.g. to a minimum radius, e.g. r = 2 mm. necessary to obtain the desired lifetime also for System II.
All edges, including cut-outs, rat holes, etc. should be
included in the above treatment. 2.2.3 Blast cleaning and inspection
In the normal shipbuilding situation, i.e. for internals and
externals of the hull (except cargo tanks for chemicals, etc.)
the coating system is built up on intact, clean shop-primed
surfaces.
Zinc rich shop-primer should be used for System I1 and 111

and is generally recommended. Compatibility with Zn rich
primer and coating system must be ensured by the coating
manufacturer.
DETNORSKE
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2000
After finishing operations 2.2.1 to 2.2.2, blast cleaning The minimum surface treatment for System I is shop-primer
should be carried out on all welds, burns and where the shop- of unspecified type and St 3 on welds and burns. System I,
primer otherwise is damaged. with target useful life 5 years, is not recommended for ballast
tanks.
When blast cleaning is finished, broken edges should appear
sufficiently rounded for coating. The minimum surface treatment for System I1 is Zn
containing, silicate based shop-primer, broken edges, Sa 2,5
Inspection for acceptance of rounded edges, weld surfaces on welds and burns, mechanical cleaning to St 3 on block
and other possible surface irregularities should be carried out joints and damages in coating only, and dry conditions.
at this stage. After any required re-grinding or breaking of
edges the inspector will accept the surfaces for final blast The minimum surface treatment for System I11 is rounded
cleaning and coating. edges, Zn containing, silicate based shop-primer, blast
cleaning to Sa 2,5 or better on all surfaces (including plates,
Final blast cleaning should be carried out only when the air welds, burns and edges, except block joints and a minimum
and steel temperatures and air humidity is under control, i.e. of spots of damaged coated surface), clean conditions
(surfaces not contaminated with salts, dust, hand marks,
- the air humidity shall not be above 85 % grease, particles, etc., see 2.2.1) and dry conditions (see
- the steel temperature shall be 3 OC or more above the 2.3.4) during blast cleaning and coating application. The
dew point. chloride content on surfaces to be coated shall be < 50
- the above, dry conditions shall be maintained, so that no mg/m2.
trace of moisture condensation on the steel occurs before
the primer yard coat is applied. Blast cleaning to Sa 2 is considered a better surface treatment
for coating application than mechanical cleaning to St 3. St 3
Dry conditions are obtainable in tanks and closed may be equivalent to blast cleaning to somewhere between
compartments by means of heating and ventilation. On Sa 1 and Sa 2 regarding coating performance. This is due to
sections or blocks in ship newbuilding, dry conditions are that by brushing, dust and loose rust particles are worked into
obtainable in heated and ventilated buildings or tents. and fill up surface pores and irregularities. These become
The steel temperature may vary considerably in the same future spots of osmosis activity and early coating blisters.
tank, e.g. condensation of moisture more easily occurs on
cool steel surfaces deep down in the tanks than in upper, Ultra high pressure water jetting ( ~ 1 7 0 bar)
0 with
warmer areas. equipment free from back thrust and combined with chloride
control (e.g. maximum conductivity corresponding to = 20,
The cleanliness of blast cleaned surfaces should be Sa 2,5 30 or 50 mg/m2 NaCl) may be a possible, alternative method
according to I S 0 8501-1, or better if required by the coating of cleaning, for specially designed coatings, subject to
manufacturer. Close to Sa 3 is recommended to obtain 15 f 3 coating manufacturer's recommendation. Water jetting is
years useful life, System 111. Other, equivalent cleanliness relevant primarily for maintenance coating on ships in
standards are stated in Appendix 2. Blasting abrasives and operation. When more experience is gained, water jetting,
dust shall be completely removed after finished blasting hydroblasting, wet sand blasting, etc. also on newbuildings
operations, e.g. by means of vacuum cleaning, compressed may possibly be realistic, subjected to specific conditions.
air and brushes.
2.2.4 Mechanically cleaned steel
The surface roughness profile, see e.g. IS0 8503, should be
according to the coating manufacturer's recommendations. If blast cleaning of welds and other areas of non-intact shop-
(The surface roughness profile after blast cleaning is less primer is not obtainable, efforts should be made to make the
important than the surface cleanliness.) surfaces as clean and dry as possible before application of
touch up primer. Mechanical cleaning by means of e.g. wire
Inspection and acceptance of the surfaces after primer brushes is commonly used.
coating should be carried out.
Rotating wire brushes may polish welds and other steel
Acceptance criteria, authority, scope of work and reporting surfaces, resulting in reduced coating adhesion compared
lines for the coating inspector should be clearly defined. with that obtained on blast cleaned surfaces.
Inspection should be carried out according to specifications
mutually agreed between builder and owner and coating The minimum cleanliness standard for any coating
manufacturer. application according to System I and System I1 should be St
3 (IS0 8501-1) or equivalent standard (for comparison with
Indications of a coating inspector's duties are given in 7. blast cleaning, see 2.2.3).
Blast cleaning as described above may not be the normal Mechanically cleaned steel (wire brushing and similar) is
shipyard practice. really not adequate for System I11 but may have to be
accepted in shipbuilding on block joints and on a minimum
of spots of damaged coating, for practical reasons.
DETNORSKE
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2000
2.3 Coatings - general A relevant minimum figure for the relative elongation of a
coating film may be about 4 per cent. For test method, see
2.3.1 Coating selection Appendix. Testing should be carried out on adequately aged
Coating types adequate for the intended service should be coating, not only on new, fresh coating.
selected in co-operation with the chosen coating
manufacturer, which should have products of documented 2.3.4 Coating application and curing
good performance records. The coating manufacturer or his Coatings, including primers and intermediate coating layers,
representative should be capable of rendering adequate should be applied on dry, clean surfaces (i.e. blast cleaned,
advisory and inspection services, if such are not covered by shop-primed, mechanically cleaned, washed and dried if
other parties. necessary) and according to the coating manufacturer's
recommendations. The degree of cleanliness and dryness will
Due concern should be given to the obtainable steel surface
be varying according to the alternative quality levels System
preparation in the shipyard, see 2.2.2. to 2.2.4. If blast
I, I1 or 111. Stripe coating is recommended for edges and
cleaning, dry conditions, clean conditions, etc. are not
welds.
specified, coating systems made to be tolerant of the
expected surface condition should be selected. Clean conditions: See 2.2.1 to 2.2.2.
Light coloured coatings should be used where relevant to Dry conditions means:
facilitate inspections, e.g. in ballast tanks.
- the air humidity shall not be above 85 %.
Coatings for ballast tanks should be chosen with due regard - the steel temperature shall be 3 "C or more above the
to that the water quality may be bad, e.g. acidic or otherwise
dew point.
contaminated, notably in harbours. - the above dry conditions shall be maintained so that no
The below examples of simplified coating specifications are condensation of moisture occurs on any surface when a
based on general experience and published literature, see e.g. new coating layer is applied. They are also valid for
reference (8). shop-primer application.
For System 111, clean and dry conditions are required.
2.3.2 Coating specification
For System 11, dry conditions are required. Clean conditions
A coating specification should be mutually agreed between are necessary in the sense that intact shop-primer, welds and
builder and owner and coating manufacturer. Inspectors' edges should be cleaned if contaminated with salts, weld
duties and reporting line should be defined. The specification smoke, etc. impairing coating adhesion.
should describe:
For System I, dry, clean conditions are not required (but
- which coating systems (types of coating, thicknesses and recommended).
number of coats) to be applied where
- coating manufacturers accepted for delivery In general, for application of coatings the following is valid:
- yard's coating facilities
- equipment for control of air humidity, temperatures, - coatings should be applied by spraying, except "stripe
ventilation coats" applied to build up thickness on edges not
- coating applicator's duties and application equipment properly rounded and in areas difficult to access
- the dry film thickness should be as recommended by the
- steel surface treatment
- coating application and curing coating system manufacturer
- repair procedures for damages
- each coating layer should be adequately cured before
- test methods, equipment and acceptance criteria. application of the next coat. The time required for curing
will generally be longer at lower temperatures. Coating
-
2.3.3 Hot surfaces High strength steels must not be applied below the manufacturer's
Coatings for application underneath sun heated decks or on recommended minimum temperature.
warm bulkheads adjacent to e.g. the engine room should be - intermediate coats should not be contaminated with dirt,
able to withstand constant or repeated heating without grease, dust or salts
becoming brittle. Documentation of the coating's long term - for curing of zinc silicate based primers, the air humidity
high temperaturestability should be requested from the must be brought above a certain minimum percentage
coating manufacturer. Brittleness (ageing) may result from (contrary to other coatings - though not until the
light components in the coating evaporating with time. application process is finished).
Coating to be applied on high strength steels should have 2.4 Coating systems for ballast tanks (Tables 2.1 -
adequate relative elongation to cope with increased strains 2.3)
and movements in ships built from such steel. As above, the In Tables 2.1 - 2.3 are indicated three alternative coating
long term ability of the coating to stay flexible is important. specifications for ballast tanks, System I, I1 and 111.
Documentation of relative elongation should be requested
from coating manufacturers.
DETNORSKE
VERITAS
The indicated surface preparation in the tables is the In case the average thickness is used, it should be specified
minimum surface quality needed to obtain the stated target sufficiently high to obtain a target minimum DFT. E.g.
useful coating life. It is a shorthand summary of the detailed minimum 80 % of all thickness measurements should be 1
description under 2.2.1 - 2.2.4. the specified DFT. Of the remaining 20 % of the
measurements, none should be below 80 % of specified DFT
For clarification: Touch-up priming of areas with non-intact (80/20 practice). E.g. to obtain a minimum DFT of 200
shop-primer is not intended in these guidelines, but may be microns, the average or nominal DFT should be about 250
advantageous, depending on the coating manufacturer’s microns.
recommendation.
For some coating types, it may be,important that a maximum
The estimated target useful life span ranges (durability thickness is not exceeded. Coating manufacturer’s
ranges) are meant to be rough indications of durability, based recommendations should be followed.
on collected experience and information. It is to be taken into
consideration that the durability of coatings and the In double bottom ballast tanks in bulk carriers, the coating on
susceptibility to corrosion of different surfaces within the the tank top may be damaged by grab impact. It is important
same tank may vary widely. Maintenance of the coating will that the applied coating stays flexible. Relative elongation
increase the useful life. Notably the area underneath sun- figures for the coating should be requested. See 2.3.3.
heated decks, at warm bulkheads and internal splash zones
are representing severe exposure conditions for coatings. See - System I for ballast tanks (not recommended)
2.3 and 8.
Estimated useful life span range: 5 +: 3 years.
There are indications that the useful life of coating may be
reduced in deep water ballast tanks e.g. in very large crude System I is not recommended for ballast tanks due to the
oil carriers, due to increased tendency to blistering with short life expectancy. (It is, however, still in use, and may be
increasing hydrostatic pressure. The explanation may be that suitable for some areas in oil cargo tanks and cargo holds in
rapid decompression during deballasting causes small or bulk carriers. See below.)
premature blisters to grow and large blisters to break. This
Surface preparation: Steel plates shop-primed on blast
process may proceed at an increasing rate with increasing
cleaned or equivalent surface to Sa 2 - 2,5. Welds and bums
depth in deep water ballast tanks.
mechanically cleaned to minimum St 3. To obtain a coating
Useful life of a coating is considered to be until 3 % durability 25 years the steel surface preparation for shop-
breakthrough of rust on the coated surface areas: Welds’ and priming should be Sa 2,5.
edges’ areas, respectively plain and large surface areas,
considered separately. (IS0 Standard 4628/3, rust scale = Ri Coating application (Table 2.1): One stripe coat should be
3-4, or Rust Grade 5, ASTM D 610,9). See also 3.1.1. applied if necessary to obtain the stated thickness on edges,
etc. Increasing of the average thickness to obtain 200
Maintenance coating should be carried out before microns minimum D m is recommended for a coating
breakthrough of rust reaches 1 % of the surface area: Welds’ durability 2 5 years.
and edges’areas, respectively plain and large surface areas,
considered Separately. (Rust Grade 6, ASTh4 D 6 10, or = rust - System I1 for ballast tanks
scale Ri 3, I S 0 Standard 4628/3).
Estimated useful life span range: 10 3 years:
The above definitions are chosen as practical compromises
among several possible alternative definitions. Surface preparation: Steel plates with Zn containing, silicate
based shop-primer applied on surface blast cleaned to Sa 2,5
The coating systems indicated in these guidelines may be or better. Sharp edges broken or rounded. Damaged shop-
considered as general coating types, commonly used. They primer blast cleaned to Sa 2,5, including welds and burns.
are not meant to exclude other recognised or newly
developed systems. Dry conditions: Air humidity 5 85 % and steel temperature 2
3 “Cabove the dew point during surface preparation and
Light coloured coatings should be used where possible to coating operations.
facilitate inspections.
Coating application: Stripe coating with brush should be
DFT means dry film thickness in microns (= 0,001 mm). applied as an additional coat where required to obtain the
thickness specified.
The total nominal dry film thickness NDTF is stated in these
guidelines. However, the average DFT is also used in
shipbuilding.
- System I11 for ballast tanks
*
Estimated useful life span range: 15 3 years.
DETNORSKE
VERITAS
2000
Surface preparation: Steel plates with Zn containing, silicate Coating application: 2 stripe coats with brush should be
based shop-primer applied on surface blast cleaned to Sa 2,5 applied where required to obtain the stated thickness. In way
or better, or, preferably, all shop-primer blasted off until of suctions, erosion of the paint film should be taken into
fresh Sa 2,5 surface is obtained on all areas, including welds, account. Heavy duty coating , e.g. glass flake reinforced
burns and edges. Sharp edges rounded or broken. epoxy 500 microns DFT and/or doubling plates may be
applied.
Clean conditions: Any salt contamination, weld smoke, dust,
particles, grease, oil, hand marks, etc. on shop-primed or Comment regarding the estimated 15 5 3 years target useful
other surface to be coated, to be removed by cleaning before life of System 111:
final blasting operations (assuming that the blasting abrasive
is clean). Increased tendency to blistering of coatings with increasing
depth of water ballast tanks is probably caused by increased
Dry conditions: Air humidity 585 % and steel temperature 2 osmotic pressure gradient and rapid de-pressurising when de-
3 "C above the dew point during blast cleaning and coating ballasting. Cleanliness of the surface underneath the coating
operations. is a necessary condition for good adhesion. Sufficient
strength of the coating film is also necessary to obtain this
coating life.
Target durability 5 years

Coating system I ) Epoxy based
Other recognised hard coating
Coats and thickness 1 coat 3).
Total nominal dry film thickness (NDFD 200 microns 4,
Primarv surface DreDaration
~~~
I Steel dates shoo Drimed on blast cleaned surface to Sa 2 - Sa 2.5 (Sa 2.5 recommended)
~ ~~
Secondary surface preparation Welds and bums mechanically cleaned to minimum St. 3
Clean conditions Any visible salt contamination, oil, grease, dust, weld smoke or dirt on shop primed or other surface to
be coated, to be removed by cleaning
Thermal and hygrometric
conditions
Comments to system I:
I The thermal and hygrometric conditions related to air humidity and steel temperature shall be within the
limits set by the coating manufacturer
1)
Light coloured coatings are recommended. Tar containing coatings are dark.
2) The selection of a recognised coating may depend on the type of compartment and it's function.
3) One stripe coat to be applied on edges, welds and in areas where spraying may not be fully effective.
4)
Nominal dry film thickness shall follow the "80/20 rule" and is for system I defined as follows:
The average DFT based on measurements shall always be equal to or larger than the NDFT. Up to 20% of the area (measured
points) may have a thickness between 100% and 80%of the NDm, but the measured dry film thickness shall always be larger
than 80% of the NDFT.
The measured DFT shall not exceed the maximum dry film thickness defined by the paint manufacturer.
DETNORSKEVERITAS
2000
Table 2.2 Coating system No. I1 - Target useful life 10 years

Coating system I ) Epoxy based
Other recognised hard coating ')
Coats and thickness 2 coats 3).
Total nominal dry film thickness (NDFT) 300 microns 4 ) 6 )
Primary surface preparation Zinc containing, silicate based pre-fabrication primer on surface blast cleaned to minimum Sa 2,5
Secondary surface preparation Sharp edges to be removed
Damaged shop primer blast cleaned to Sa 2,5, including welds and bums. Intact shop primer can
remain. Mechanical cleaning to St 3 acceptable on block joints and damages ') to the applied coating
system
be coated
The chloride content on surfaces to be coated shall be within the limit set by the coating manufacturer,
if any
Thermal and hygrometric Air humidity 5 85 YOand steel temperature L 3 "C above the dew point during blast cleaning and
conditions coating application operations
Comments to system 11:
1)
Light coloured coatings are recommended. Tar containing coatings are dark. If coal tar epoxy is used the epoxy to tar ratio shall
normally not be less than 60 to 40. If paint with a less epoxy to tar ratio is used (less epoxy, more tar), the thickness of the
coating may have to be increased
2) The selection of a recognised coating may depend on the type of compartment and it's function
3)
One stripe coat to be applied prior to each full coat on edges, welds and in areas where spraying may not be fully effective
4)
Nominal dry film thickness shall follow the "80/20rule" and is for system I1 defined as follows:
The average DFT based on measurements shall always be equal to or larger than the NDFT. Up to 20%of the area (measured
points) may have a thickness between 100% and 80% of the NDFT, but the measured dry film thickness shall always be larger
than 80% of the NDFT
The measured DFT shall not exceed the maximum dry film thickness defined by the paint manufacturer
5)
Only applicable for a reasonable amount of damages. Otherwise the basic surface preparation to be re-applied
6) The NDFT depends on the type of coating. Refers to epoxy based coatings only
Table 2.3 Coating system No. 111 - Target useful life 15 years
Coating System I ) Epoxy based
Other recognised hard coating 2,
Coats and Thickness 2 to 3 coats 3,
Total nominal dry film thickness (NDFT) 300-400 microns 4,
Primary surface preparation Zinc containing, silicate based pre-fabrication primer on surface blast cleaned to minimum Sa 2,5
Secondary surface preparation Sharp edges to be removed
Damaged shop primer blast cleaned to Sa 2,5, including welds and bums. Intact sho primer to be
sweep blasted. Mechanical cleaning to St 3 acceptable on block joints and damagesRto the applied
coating svstem
be coated, to be removed by cleaning
The chloride content on surfaces to be coated shall be less than 50 mg/m2 (as NaCl) according to Bresle
conductimetric method, or an equally recognised method
Thermal and hygrometric Air humidity I 8 5 % and steel temperature ? 3 "C above the dew point during blast cleaning and
conditions coating application operations
Comments to system 111
1)
Light coloured coatings are recommended. Tar containing coatings are dark. If coal tar epoxy is used the epoxy to tar ratio shall
not be less than 60 to 40
P The selection of a recognised coating may depend on the type of compartment and it's function
3) One stripe coat to be applied prior to each full coat on edges, welds and in areas where spraying may not be fully effective
4) Nominal dry film thickness shall follow the "90/5 rule" and is for system 111 defined as follows:
The average DFT based on measurements shall always be equal to or larger than the NDFT. Up to 5% of the area (measured
points) may have a thickness between 100% and 90% of the NDFT, but the measured dry film thickness shall always be larger
than 90% of the NDFT
The measured DFT shall not exceed the maximum dry film thickness defined by the paint manufacturer
5) Only applicable for a reasonable amount of damages. Otherwise the basic surface preparation to be re-applied
DETNORSKE
VERITAS
2000
Surface preparation, estimated life span ranges, definitions

2.5 Coating systems for oil cargo and slop tanks
-
(Tables 2.1 2.3)
and explanations: As for 2.4.
Three alternative coating specifications for oil cargo tanks, Coating systems I, I1 and 111are generally applicable but may
Systems I, I1 and 111, are indicated in Tables 2.1 - 2.3. be modified as regards coating thickness and number of
coats, if relevant. The coating is to be epoxy or equivalent,
The indicated surface preparation is the minimum level rendering adequate corrosion protection to the surfaces in
needed to obtain the stated potential useful coating life. It is a question, considering the cargo type and mode of operation
brief summary of the detailed description under items 2.2.1 - of the ship.
2.2.4.
All internals of cargo holds except flat tank top areas, hopper
General about estimated life span ranges, definitions and tanks sloping plating and transverse bulkheads bottom stool
explanations: See 2.4. approximately 300 mm below shell frame and brackets are to
be coated. Internal and external surfaces of hatch coamings
Coating is recommended in cargo oil tanks bottom plating and hatch covers are also to be coated, referring to the
and structures and underneath deck and deck-structures. current Rules for Classification of Ships (9).
System I1 is preferable for cargo tank inner bottom and
deckhead, while System I may be sufficient on upper part of Coating of the flat tank top areas and other surfaces
stringers. exempted from the rule requirement (see above), is also
recommended, provided a coating or floor covering can be
On the bottom plating the coating is to prevent bottom pitting found that is sufficiently tough to withstand the impacts,
corrosion that can occur in sour, foul water precipitated from abrasion and generally rough treatment by grabs, bulldozers,
oil cargoes, from condensation of moisture in the air, etc. etc. during loading and unloading.
Bacterial corrosion attacks superposed on common
electrolytic corrosion may give very high corrosion rates on Due concern should be given that coating used for grain or
bottom plates unless properly protected by coating, other edible cargoes is properly certified for the purpose by
especially in double hull vessels due to elevated cargo the responsible authorities. The inner bottom should be
temperatures being maintained for a prolonged time period coated, covered by a wooden deck, or similar.
(thermal isolation or "thermos bottle effect" of the double
hull). Floodable cargo holds for harbour filling should be coated
with due regard to that harbour ballast water may be polluted
The top side of horizontal stringer decks should be protected and corrosive.
with coating due to their susceptibility to pitting corrosion
due to deposits settling out from the cargo, as for the bottom For some dry cargoes, light coating with 1 - 2 coats of hold
plating. paints may be useful. A variety of hold paints (epoxy and
non-epoxy based) and surface preparation methods are
Plating and associated structures underneath deck are often available. Especially ultra high pressure water jetting may be
susceptible to more or less uniform corrosion attacks due to useful in cargo holds.
cyclic sun heating and cooling, condensation water, abundant
oxygen supply, washing and sloshing of cargo. Proper 2.7 Coating for miscellaneous areas
application of a suitable coating is recommended. Sacrificial
anodes will not be effective due to that here is no bulk For the sake of completeness, a few examples of coating
electrolyte for distribution of protective current. systems for accommodation areas, engine rooms and fresh
water and petroleum product tanks are listed below. The
The coating types suitable for cargo oil tanks must be oil suggested systems for use underneath thermal isolation in
resistant and will usually be epoxy based. The coating type reefers and for voids in LNG tankers are practically the same
should be selected in co-operation with coating as System 11, Table 2.2. For other allocations, special
manufacturers. Coal tar epoxies will usually not be oil systems are suggested that are more or less different from the
resistant and may easily become brittle due to that light tar Systems I - I11 presented in Tables 2.1 - 2.3.
components may be washed away andlor evaporated due to
cyclic sun heating. The durability level or estimated useful life of the coating is
.dependenton wear and tear as well as on maintenance
Slop tanks should be coated on all surfaces with System 11 coating. The corrosion protection of these areas is, however,
(or better). usually not critical for the operation or safety of the ship.
No coating systems are indicated for corrosive cargoes,

2.6 Coating specification for holds in bulk carriers
chemicals or gases.
or OBOs (Tables 2.1 - 2.3)
The three alternative coating specifications Systems I, I1 and
I11 as indicated in Tables 2.1 - 2.3 are applicable also for
holds in bulk carriers and OBOs.
DETNORSKE
VERITAS
2000
For coating or lining of tanks for chemical cargoes, shop- 2.8 Coating for external hull
primer should be removed before application of the primer A coating specification for the ship will include a description
yard coat. The cleanliness of blasted surfaces should be Sa of the external hull coating. The general contents of a coating
2,5 - Sa 3. Some of the coatings may be very sensitive to specifications is described under 2.3.
overthickness. The coating manufacturer’s recommendations
should generally be followed as regards surface preparation, For the hull a coating specification with two alternative steel
coating application and curing. surface preparations is indicated below:
I Table 2.4 Coatings for miscellaneous areas Surface preparation alternative I :

Allocation Surface Coating Nominal Number of Shop-primed steel, shop-primer applied on plate surface blast
preparation PPe DFT coats
microns minimum cleaned to Sa 2,5 and preferably of Zn contahing type. All
Fresh Sa 2,s 200 2 welds and other areas of damaged shop-primer blast cleaned
EPOXY
water to minimum Sa 2,5. The coating should be applied under dry
tanks and clean conditions and as indicated under 2.2.1,2.2.3and
Product Sa 3 EPOXY 300-350 2-3 2.3.4.This surface preparation will give the most durable
tanks Phenolic 300-350 2-3 coating.
EPOXY
Surface preparation alternative 2:
Zinc 75-100 1
silicate Shop-primed steel, preferably Zn containing shop-primer,
Accom- Sa 2 - St 3 Alkyd, 100-150 2 and mechanical cleaning, e.g. wire brushing, of welds and
modation etc. other areas of damaged shop-primer to St 3.
and
Engine The durability of a coating on areas with surface preparation
rooms
alternative 2 will be considerably reduced compared with the
Reefers, Sa 2.5 EPOXY 300 2 same coating applied on a surface according to alternative 1.
underneath
thermal
insulation The coating manufacturer’srecommendations should
on tank top generally be followed.
or inner
bottom Anti-fouling coating should likewise be applied in
plate
accordance with the manufacturer’s recommendation, also
Voids in Sa 2,s 300 2 considering the target lifetime.
connection
with
spherical Indications of hull coating systems are given in Table 2.5.
tanks,
LNG
carriers
Void Sa 2,s - St 3 200- 300 1-2
spaces
(except
dry,
sealed-off
compart-
ments)
DETNORSKE
VERITAS
2000
Table 2.5 Bull coating systems and allocation

Allocation Coating type Total average Number
DFT microns of coats
External hull, under water including boot-top* area Epoxy or Epoxy coal tar 300-350 2-3
* between loaded and ballasted water line +
Anti-fouling paint 250-350 2-3
As above Vinyl tar 300-350 2-3
+
As above Chlorinated rubber 300-350 3
+
External hull, in ice Epoxy, hot applied, solvent free 600-1500 1-2
External hull, above water, and deck, deckhouse, Chlorinated rubber 250-300 3
superstructure
As above EPOXY 250-300 2-3
As above Vinyl 250-300 3
As above Epoxy Mastic
+ 300-350 2
Topcoat
Note:
Stripe coating of insufficiently rounded edges, etc. should be canied out to build up coating thickness.
2.9 Cathodic protection of ballast tanks 2.9.I . 2

Cathodic protection is recommended in ballast tanks in Areas coated, respectively uncoated should be specified.
combination with coating, as no coating will be free of pores
and defects. Notably in the bottom areas of tanks which are 2.9.1.3
seldom completely dried, sacrificial anodes installed as close The ballasting routines, including the percentage of the total
as possible to the bottom plates can prevent or reduce pitting time the tanks will likely be filled with ballast water, the
corrosion starting from local coating defects. probable duration of ballasted periods, and quality of ballast
To obtain full cathodic protection in large, uncoated tanks water should be indicated, if possible.
may be difficult in practice due to the often complex
structure of tanks and great number of anodes required to 2.9.1.4
cover all surfaces. The criterion of cathodic protection is that the potential of
the protected surfaces shall be - 0,80 V or higher negative
Cathodic protection systems are without effect when the values measured with a silver or silver chloride Ag/AgCl
tanks are empty, and it will take some time (1/2 day or more) reference electrode, or equivalent potential with other
to obtain full effect (polarisation) of submerged steel reference cell. For ballast tanks, the goal of the cathodic
surfaces after filling with sea water. In the ullage space or protection designer will be to obtain this condition as quickly
under deck area on top of tanks sacrificial anodes will not be as possible after each ballasting and during ballasted periods
effective unless the tank is completely filled. for a defined lifetime of the anodes.
Sacrificial anode systems designed according to the below Cathodic protection may induce hydrogen stress cracking in
principles will prevent corrosion on surfaces during extra high strength steels with specified minimum yield
submersion in ballast water (minus the time needed for re- strength > 550 MPa, which are not used in common
polarisation after refilling). -
shipbuilding. Potentials more positive than 1,05 V Ag/AgCI
are generally recommended.
2.9.1 Cathodic protection system design basis ballast -
tanks 2.9.1.5
2.9.1.I The average current density demanded to obtain full cathodic
The tanks’size, shape and areas to be protected should be protection according to 2.9.1.4 may be as given in Table 2.6.
presented accurately and in detail to the cathodic protection
system supplier.
~~ ~~ ~
DETNORSKE
VERITAS
2000
A1 or Zn based anode alloys should be of recognised type,

Table 2.6 Average current density known to be efficient in ships. The current capacities and
Area Current consumption rates, respectively should be as given in Table
densiy 2.7.
mA/m
Clean ballast tanks (bare steel) loo - lo Table 2.7 Current capacities and consumption rate
Upper wing tanks (bare steel) 120 Anode and environment Current Consumption
Fore and aft peak tanks (bare steel) 100 - 110 capacity rate kg/A
Aw3 Year
.____
Lower wing tanks and double bottom tanks (bare steel) 80 - 90

m
; Cargo or dirty ballast tanks (bare steel) A1 based anodes in sea water
- A1 based anodes in marine
2300 - 2650 3,3 - 3,8
Paint coated surfaces (in intact condition) 5-10 1300 - 2300 3,8 - 6,7
sediments
Soft coats (see 3.1.2. in intact condition) 20 - 40 I 11,2-113 I
I I
' I Zn based anodes in sea water 1760-780
The current density demand to horizontal upwards facing Zn based anodes in marine 750-780 11,2- 11,7 I
surfaces in combined oil cargo or ballast tanks can be higher, sediments
e.g. up to 200 mA/m2(2) and more. I
For short ballast voyages the current densities should be

increased by installing more anodes, e.g. for voyages shorter
than 5 days, the above current densities should be increased
by 25 % (if the future trade routes of the ship are known the I=-W
cathodic protection system may to some degree be designed El
for specific ballasting routines). L = effective life of the anodes (years)
2.9.1.6 W = net mass of one anode (kg)

For cathodic protection current output calculations a
E = consumption rate (kg/A year)
resistivity of 25 ohm cm can be used as an average figure for
sea water ballast. For brackish or river water, the resistivity I = mean current demand per anode (A) during the lifetime,
can be 100 - 200 ohm cm (allowance for increased resistivity based on mean current density.
can be made if the trading routes are known).
Sacrificial ballast tank anode systems should be designed to
-
2.9.2 Sacrificial anodes ballast tanks last for minimum the planned docking interval and can be
designed for 3,4,5or more years effective life, according to
2.9.2.1 need.
Anode alloy materials based on aluminium or zinc are
acceptable. Magnesium based alloys are not acceptable. 2.9.2.4
Ballast tanks adjacent to tanks for liquid cargo with flash The current output capacity i of the anode should be
point c 60 "C are considered as gas dangerous areas calculated from Ohm's law
according to the DNV Rules for Ships. Aluminium alloy
i=U/R
anodes are to be so located that a kinetic energy of I 2 7 5 J is
developed in case of their loosening and falling down, i.e. U = the driving voltage difference between anode and
cathodically protected steel
H 5 28/W,
R = the anodic resistance, to be calculated based on the
where H (m) is the height above tank bottom, deck or
anode geometry by a recognised formula (5).
stringer, W (kg) is the anode gross mass.
It is a presumption for the above calculation of H that the 2.9.2.5

largest diameter of holes or scallops in deck or stringer is less Anode size and distribution should be based on the above
than 1/2 of the anode lengtb. From corrosion and safety point information and calculations. The anode distribution, type,
of view, welded anodes are preferable. Bolted aluminium weights and dimensions should be shown on drawings.
anoy anodes with at least 2 through-bolts per anode and Sacrificial anode systems should be delivered by a
double locking nuts (for easy renewal) are, however, recognised company with good references.
acceptable.
See also 5 .
DETNORSKE
VERITAS
2.9.2.6 2.10.2.2
Anode renewals should be carried out well in time before the Typical current capacity or consumption rate figures, lifetime
old anodes are fully consumed. The design of renewal and current output capacity calculations are described under
systems should be based on the above principles modified 2.9.2.
according to experience gained with the actual ship.
2.10.2.3
2.9.2.7 Anode size and distribution should be based on the
Inspection of sacrificial anode installations can be carried out information provided from 2.10.1.1 and calculations as
by the coating inspector, see 2.3 and 7. indicated in 2.9.2.3 - 2.9.2.4. The anode distribution, type,
weights and dimensions should be shown on drawings.
2.9.3 Impressed current systems
2.10.2.4
2.9.3.1
Anode renewals should be carried out well in time before the
Impressed current systems should not be used in ballast tanks old anodes are fully consumed, preferably during docking.
due to development of chlorine and hydrogen, which can
result in an explosion hazard.
2.10.3 Impressed current systems
2.10 Cathodic protection of external hull 2.10.3.1
The size, number of and distribution of impressed current
2.10.1 Cathodic protection system design basis - external
anodes should be based on information as per 2.10.1.
hull
2.10.1.1 2.10.3.2
The following should be specified: The impressed current system design and installation,
including anode alloy type, design, location and distribution,
- size, shape and area of the external hull reference electrodes, rectifiers, cabling, hull penetrations,
- speed and probable trade or trading routes, including cofferdams, monitoring units, anode shields, etc. should be
time in harbours delivered by a recognised specialist company with good
- propeller(s)’type, size, speed, materials and location(s) references.
- propeller shaft material, and if grounded to the hull
- rudder and rudder accessories 2.10.3.3
- sea water intakes, sea chests, and any other hull Impressed current systems should be checked and adjusted
accessories. by the supplier regularly for proper functioning, e.g. every
All external hull items in electrical contact with the hull shall 2nd year.
be included in the cathodic protection system. The propeller
will be insulated from the hull when rotating. Recognised
slip-rings and brushes should be installed to include the 3. Ships in Operation - Maintenance of
propeller in the cathodic protection system. Corrosion Protection Systems
2.10.1.2 Ships of some age can have corrosion prevention systems in
varying condition. Systems suitable for newbuildings may
The criterion of cathodic protection is as per 2.9.1.4. not be so for ships in service. In the following some methods
for prevention or limitation of corrosion attacks are
2.10.1.3 suggested for ships in service.
Average current densities needed to obtain full cathodic
protection of well coated ships’ hulls will usually be about 10 3.1 Ballast tanks and hull internals
mA/m2or more. In special cases, e.g. on ice breakers, up to
about 60 mA/mZmay be needed. The current density demand -
3.1.1 Maintenance coating general
will vary depending on factors mentioned under 2.10.1.1, Maintenance coating should be carried out before
and will be different at different locations of the hull and its breakthough of rust reaches 1 % of the surface area: Welds’
accessories such as propeller, rudder, and sea chests. and edges’areas, respectively plain and large surface areas,
considered separately. This corresponds to Rust Grade 6,
2.10.1.4 ASTM D 610 (9) or =: rust scale Ri 3, IS0 Standard 4628/3.
Water resistivities: See 8. The ASTM D 610 has a very simple and useful figure for
estimation of area percentages and is reproduced as figure
2.10.2 Sacrificial anodes - external hull 9.1 in these guidelines. More standards on evaluation of the
condition of worn or damaged coatings may be found in
2.10.2.1 Appendix 2.
Aluminium or zinc anode materials should be used.
DETNORSKE
VERITAS
2000
When rust is breaking through on as much as 1 % of the Special coating systems designed to be more tolerant of
coated area, much of the remaining coated surface is soon lower quality surface treatment and humidity or temperature
due for the same. When possible, maintenance coating conditions may be more effective. In the Table 3.1 are listed
should be started earlier. examples of paint coating systems designed for maintenance
coating. The list is not meant to exclude other recognised or
Often those areas which are most in need of protection will new developed systems. Documentation of obtained results
suffer the hardest from coating breakdown: Welds, burns and should be requested before selection of coating type.
edges of cut-outs, etc. The reason is the commonly occurring
substandard surface preparation of welds, burns and edges, The steel surface cleanliness should be minimum St 3
see 2.2. according to IS0 8501-1, or degreased, clean, sound coating
or shop-primer, and as dry conditions as practically possible.
Maintenance coating may be carried out with the same
coating system as originally used on the newbuilding. The Salt contamination is a common problem in maintenance
surface treatment and humidity or temperature conditions coating. Salts on surfaces underneath applied coating will
required for a satisfactory result are, however, not always promote early blistering due to osmosis. Salt should be
practically obtainable. removed as far as possible by means of fresh water washing.
The salt content on surfaces to be coated should at least be
The shipowner has to options for maintenance coating: below 60 and preferably below 30 mg/m2 (as NaCl). A
recognised test method for salt is IS0 8502-9.
- dry-dock repairs, or
- repairs at sea. The significance of condensation of moisture on steel
For ballast tanks, according to IMO (12), maintenance of the surfaces and its relation to air humidity and temperature
corrosion prevention system shall be included in the ship's conditions must be understood by the personnel involved, so
overall maintenance scheme. that adequate ventilation, and dehumidification if necessary,
is provided.
Mud, sludge and foul water in the bottom of tanks should be
removed on a planned and continuos basis in order to prevent It is important that repaired, welded or heat affected zone
pitting corrosion, bacterial growth and development of areas are given adequate surface preparation and are properly
bacterial corrosion. If bacterial corrosion is superposed on coated, otherwise accelerated galvanic corrosion attack may
the common electrolytic corrosion, the corrosion rate can be occur.
very high. This phenomenon is especially relevant in double
hull tankers' cargo tanks, due to prolonged period of elevated The ship's safety and tank entry procedures must be strictly
cargo temperature (isolating effect of empty ballast tanks). adhered to during work in connection with maintenance
coating, Personnel must be adequately trained in safe usage
of all equipment.
Table 3.1 Maintenance coating

Allocation Coating type Total average DFT micron Number of coats
minimum
Ballast tanks and Epoxy based, "surface tolerant", "high tech", 300 - 350 1-2
hull internals "mastic", etc., preferably light coloured
As above Other recognised system 300, or as recommended by 1-2
manufacturer
As above
Notes to Table 3.1:

Semi hard or similar coating, approved According to manufacturer's
recommendation I 1-2
- Coatings with aluminium A1 content above 10 % in the dry film shall not be used in gas hazardous areas.
- Maintenance coating systems should be specially developed for use on non-blast cleaned surfaces.
- Cargo holds for clean cargo should be maintenance coated with the same system as used originally, and the coating must be
compatible with the original coating and the cargo.
General guidelines for inspection may be found in 2.2.4 and 7.
Regarding selection of coatings sufficiently flexible on sun heated or hot surfaces and coatings for high strength steels, see 2.3.
3.1.2 Surface preparation - hydro-jetting (grit injection available)

- ultra-high pressure hydro-jetting (grit injection
Several methods of surface preparation are relevant, and in available)
1999 the preferred of these seem to be:
- slurry blasting
- power tool cleaning (rotary grinders, wire brushes, - grit blasting
needle gun, etc.) - magnesium de-scaling
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- hydrochloric acid descaling 3.1.3 Soft coats, semi hard coatings, inhibitors
- sponge-jet blasting. This category of products is of different chemical origin and
Power tool cleaning is suitable for small repairs. A realistic have different properties. Terms such as for example "soft
useful life span range obtainable with a good coating may be coats", "semi hard" coating and "inhibitors" may occur. Soft
about 2 - 5 years. and semi hard coatings may be based on for example
petroleum oils, vegetable oils or wool grease (lanolin).
Hydro-jetting with water pressure above about 100 MPa will
give varying results depending on nozzle design, speed of The basic idea of soft and semi hard coats or coatings is
operation, etc. Loose rust, scale and coating will generally usually that they shall be able to penetrate rust and adhere to
come off, while mill-scale and hard, black rust (magnetite- non-blast cleaned steel, due to their content of surface active
scale) will not be removed. Expected useful life for good, chemicals. They should stay soft or semi hard, i.e. flexible
surface tolerant coatings can be 5 years or more. (So called and non-brittle. The corrosion protection mechanism may be
"moisture tolerant" coatings may not yet be sufficiently due to chemical constituents acting as corrosion inhibitors
developed to be successful for such use.) and/or in combination with a barrier effect. They are usually
intended primarily for maintenance coating.
Ultra-highpressure hydro-jetting with pressures above about
200 MPa gives faster and usually better results than the - "Soft coat" may be defined as: Coating that remains soft
above method. Depending on the cleanliness achieved, the so that it wears off when touched; often based on oils or
expected useful life of good coatings applied on surfaces sheep wool grease.
prepared by means of this method may be varying but in - Semi hard coating" may be defined as: Coating which
some cases up to 10 years. dries in such a way that it stays soft and flexible
although hard enough to touch and walk upon.
Slurv blasting is similar to dry grit blasting but water is used - "Inhibitors" for corrosion protection are generally
as propellant instead of air. The advantages are reduced dust chemicals having an inhibiting effect on corrosion and
and salt levels, the disadvantage is that the surface is wetted, can be of film forming (i.e. coating), anodic or cathodic
which implies re-rusting. The expected useful life of a good
type.
coating may be about 5 years but strongly dependent on the
degree of re-rusting. Soft and semi hard coatings will normally be of shorter
durability than common paint coatings and will normally
Grit blasting is technically the best method for obtaining a have to be renewed annually or every 2nd year.
durable coating. However, grit-blasting may often not be Manufacturers of such coatings should normally have ready
feasible for maintenance coating. Special grit blasting units made procedures for re-coating.
suitable for maintenance work are, however, available; e.g.
vacuum, back-pack, mini-pot, etc. equipment. Expected A drawback with some of these coatings, notably wool
useful life of a good coating applied on grit blasted surface in grease based soft coat$ is that hot work or welding on the
a maintenance-situation may be 10 years or more. outside or inside of coated plates may cause fire or
explosions due to gas development from the coating when
Magnesium descaling may give a surface suitable for a heated. Careful removal of the coating is thus necessary
surface tolerant coating if white calciudmagnesium before any hot work is carried out.
carbonate powder formed during descaling is quickly
removed by fresh water washing. Large amounts of hydrogen Another drawback, also most significant with wool grease
gas formed during descaling can represent a safety hazard if based soft coats, is that the coated surfaces stay soft and
not properly ventilated, and magnesium metal itself is a very slippery and make inspection work e.g. in ballast tanks
reactive metal, e.g. thin flakes or chips may catch fire. difficult and dirty. For this reason IACS (13) has issued a
Expected useful life of a good coating may be 2 - 5 years. recommendation that practically will rule out the use of soft
coats in ballast tanks.
Hydrochloric acid descaling (diluted HCl) may be used for
descaling. Hydrochloric acid represents also a potential Some soft coat products are applied in relatively high
safety hazard. All traces of acid must be removed by fresh thickness, e.g. 1 mm and above. These will impose the
water washing before coating. Expected useful coating life greatest difficulties with respect to cleaning, hot work, access
may be about as for magnesium descaling, 2 - 5 years, and possibilities for inspection.
depending on e.g. re-rusting and dryness of surfaces during
The heat resistance of the coating products should be
coating application.
carefully checked before application in ballast tanks,
Sponge-jet blasting is a newly developed method that may considering that sun heating, adjacent cargo tanks and engine
possibly be used for preparing block joint surfaces and room may cause elevated temperature,
similar. No records giving indications on expected useful
Semi hard coatings approved by DNV will be accepted for
coating life are available.
avoidance of annual survey of ballast tanks. However, soft
coats will not qualify for relaxation of requirements for
annual examination of water ballast tanks. It is also decided
(1995) that DNV approval will no more be issued for soft
coat products, due to the drawbacks described above.
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Classification survey with steel thickness measurements if Sacrificial anode systems installed in ships in service should
necessary should be carried out after cleaning but prior to be designed in accordance with the principles of these
application of any maintenance coating, in order to verify guidelines as described in 2.9. (Too few and/or too small
that the hull structure is in sound condition. anodes have often been installed in ships tanks.)
Coated tanks will normally have to be properly cleaned Impressed current systems should not be used in ballast
before tank surveys, e.g. the coating is to be removed in tanks, see 2.9.
critical areas. The extent of cleaning will be to the discretion
of the surveyor. It should be considered that some coatings Generally, anodes should be renewed before the sacrificial
might be more difficult to clean off steel surfaces than others. material has disappeared. If designed for a defined useful
life, anodes should be renewed in accordance with the
3.1.4 Other coatings predetermined schedule.
Several coatings have been marketed for application to non-
blast cleaned surfaces but with little documented success. 3.2 External hull
Relatively new products within the groups "surface tolerant 3.2.1 Maintenance coating
epoxies" and "rust converter + " may seem promising.
External hull coatings should be renewed when necessary.
Documentation of obtained results should be requested When the necessary control with blast cleaning, humidity
before taken into use. and temperature conditions during coating application can
not be obtained, special coating systems designed for
maintenance may be used. Examples of such systems are
3.1.5 Cathodic protection
indicated in Table 3.2.
Sacrificial anodes of zinc or aluminium may effectively
reduce corrosion in the under water region of ballast tanks
for the ballasted periods. They can prevent pitting corrosion
3.2.2 Cathodic protection - maintenance renewal-
in tank bottom areas mostly flooded with water. Sacrificial Sacrificial anode systems should be renewed in accordance
anodes will not have any effect on areas not submerged in with the principles outlined in 2.9 and 2.10.
water. They should preferably be used in combination with
coating, to reduce the protective current demand and increase Impressed current cathodic protection systems need regular
anode life (care is to be taken such that anodes are not specialist survey by the supplier for maintenance of proper
covered by coating). functioning.
-
Table 3.2 Maintenance paint coating systems external hull
Allocation I Coatingwpe I Nominal DFT micron I Number of coats minimum

I
External hull Epoxy based, "surface tolerant", 300 - 350
"high tech", "mastic",etc.,
+ 1-2
Antifouling paint Varying Varying *
External hull Other recognised system, 300, or as recommended by 1-2
including coal tar epoxy, vinyl manufacturer
tar, chlorinated rubber tar, etc.
+
Antifouling paint Varying Varying *
Notes to Table 3.2:
- On submerged areas anti-fouling paint should be applied
- Tar containing coatings have shown good performance as corrosion protection in under water applications but are now prohibited in
several countries due to their carcinogenic properties.
* Development are in progress and will continue due to restrictions on the use of antifouling containing tin.
If the coating is found in Poor condition, or where coating

3.3 Assessment of coating condition in ballast tanks
was not applied (relevant for some ships built before the
(Good, Fair, Poor) general reauirement of coatingu ballast tanks was introduced).
Y ,,
Ballast tank coatings will be assessed by the classification retention of class will be subject to the tank in question being
surveyor as being either in Good, Fair or Poor condition. examined at annual intervals.
If the coating is found in Good condition, the extent of close-
up examination and steel thickness measurements required
by the classification society may be reduced.
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To avoid the requirement of annual examination, the ballast The three main coating conditions are commonly defined by
tanks with coating in Poor condition will have to be re- the classification societies as follows:
coated. Due to high costs of carrying out proper surface
preparation for application of an epoxy based, hard coating, - Good: Condition with only minor spot rusting.
semi-hard or similar coating materials have been especially - Fair: Condition with local breakdown at edges of
developed for the maintenance coating market of ageing stiffeners and weld connections and/or light rusting over
ships' ballast tanks. In ships classed with DNV, such coatings 20 % or more of areas under consideration, but less than
(other than hard coats) are required to be Type Approved. as defined for Poor condition.
- Poor: Condition with general breakdown of coating over
Type Approval is offered as a service to coating 20 % or more of areas or hard scale at 10 % or more of
manufacturers. The criterion for Type Approval is, briefly, areas under consideration.
satisfactory performance in either actual field exposure
(ballast tank) for a minimum of 2 years, or laboratory testing The definitions of Good, Fair and Poor coating conditions
by approved methods. Coating materials that are Type can be interpreted as given in Table 3.3.
Approved by DNV are thus products of a high and defined
quality (7, 14).
Table 3.3 Coating conditions I

~ ~ ~
Item considered or comparable Coating condition (Limitfor rating)

standard
Good Fair Poor
I spot rust I minor (1 %) I I I
I Light rust (surface rust) I minor(1 120% I >20% I
Edges and welds, coating
breakdown
I Hard Scale ' I
minor (1 %)
minor(1 %)
II 20%
10%
> 20 %
I >lo%
II
I General coating breakdown I minor (1 %) I 20% I >20% I
ASTM D 610 1% 20 % > 20 %
(all coating breakdown and rust
added, see fig. 9.1)
I S 0 462813 Rust Scale Rust Scale Rust Scale
(area rusted) Ri 3 (1 %) Ri 4 (8 %) > Ri 4 (8 %)
A simplified interpretation for practical purposes may be that (4) NACE Corrosion Engineers Reference Book, NACE
condition Good can be given if all observed coating damages 1979, after F.L. LaQue, Marine Corrosion Causes and
and rust spots added together make less than 1 % of the Prevention.
surface area considered when compared with the ASTM D
610 figure, reproduced as figure 9.1 in these guidelines, ( 5 ) Recommended Practice RP B401 Cathodic Protection
Appendix 5 . Design, DNV, 1986 and 1993.
Condition Poor should be given if all observed areas of (6) Rules for Classification of Ships, DNV, last edition.
coating damage and rust added together make more than 20
% of the area under consideration when compared with the (7) Type Approval Programme No. 1- 602.1 for Protective
same Figure 9.1 in these guidelines. Coating Systems, DNV, 1999.
Accordingly, condition Fair can be given for corresponding (8) G.H. Brevoort and A.H. Roebuck, Selecting Cost-
area percentages 1 - 20 %. Effective Protective Coating Systems, Materials
Performance, February 1991.
4. References (9) ASTM D 610 - 85, Evaluating Degree of Rusting on

Painted Steel Surfaces. ASTM Annual Book of Standards,
(1) L. L. Shreir, Corrosion, Newnes-Butterworths, 1979. Vol. 06.01.
(2) NTNF-prosjekt Extended Lifetime for Ships, DNV (10) Camrex Limited, Manual of Tank Coating - Procedures
Report No. 89-0205 dated 5.5.91, NTNF MV.24918. & Standards. Camrex Limited, Washington, UK.
(3) R. Sundby, Synpunkter pB korrosjonsskydd i (1 1) Y. Akita, Ships damages and the counterplans to protect
havsvattenkylda varmevaksler, Stal-Lava1Turbin AB, 1973. ships. Nippon Kaiji Kyokai. Paper presented in London, June
(In Swedish) 1980.
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(12) International Maritime Organization, IMO.Resolution ( 13) International Association of Classification Societies
A.798(19) adopted 23 November 1995. Guidelines for the IACS, Recommendation No. 44,Survey guidelines for tanks
Selection, Application and Maintenance of Corrosion in which soft coatings have been applied, 1996.
Protection Systems of dedicated Sea Water Ballast Tanks.
(14) E. Askheim, Ballast Tanks & Cargo Holds, Protective
Coatings Europe, June 1997.
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5. Appendix 1: Brief Review of the DNV Rules for Ships (2000) and IMO Guidelines
regarding corrosion protection of ships
5.1 Classification requirements
The below is a brief review of DNV class requirements for
corrosion protection, presented in the same order of
occurrence as the related subjects are treated in these
guidelines. The detailed requirements are stated in the DNV
Rules for Classification of Shim (See reference (6)).
Guidelines, Chapter and subject Item, briefly DNV Rulesfor Ships, reference (2000)
2.1,2.2.3 Planning and access for Permanent and temporary staging and Pt.5 Ch.3 Sec.3 D300
inspection passages through hull structures to be Pt.7 Ch.2 Sec.1 E200
I provided.
2.2.1 Shop-primer To be approved with respect to that it will Pt.3 Ch.1 Sec.18 B201
have no detrimental effect on welds.
2.3 to 2.7 Coating, newbuildings All steel surfaces are to be coated, except in Pt.3 Ch.1 Sec.18 BlOl
tanks other than ballast tanks. Pt.3 Ch.1 Sec.2 D201
Tanks for ballast water are to be protected
with effective coating.
2.3 to-2.7 Coating specification Items to be described in a coating Pt.3 Ch.1 Sec.18 A200
specification are outlined. Pt.3 Ch.2 Sec.14 A200
2.6 Coating, holds in bulk carriers Corrosion protection to be specially Pt.3 Ch.1 Sec.18 BlOl
considered. Pt.5 Ch.2 Sec.5 (2500
Details regarding coating of cargo holds.
2.3 to 2.7 Coating containing aluminium Use in gas hazardous areas limited to A1 Pt.3 Ch. 1 Sec.18 B202
content maximum 10 % by weight in the dry
film, due to sparking hazard.
2.9 Sacrificial anodes’efficiency in ballast If anodes are to installed, calculation details Pt.3 Ch.1 Sec.18 A200
tanks and distribution drawings are to be
submitted for, respectively, information and
approval
2.9 Sacrificial anodes’fastening and To be approved with respect to fastening in Pt.3 Ch.1 Sec.18. B301 to B304
installation gas hazardous areas, e.g. tanks adjacent to
oil cargo tanks. Maximum kinetic energy
275 J developed in case of anodes falling
down.
2.9 Gas produced by anodes Vent pipes are to be installed both fore and Pt.4 Ch.1 Sec.4 KiOl
aft in tanks where sacrificial anodes are
installed.
3.1 Coating, Ships in Service Corrosion protection system definition. Pt.7 Ch.2 Sec.2 A108
Definition of coating conditions Good, Fair, Pt.7 Ch.2 Sec.2 A109
and Poor. Pt.7 Ch.2 Sec.2 B601
Annual survey, coating. Pt.7 Ch.2 Sec.2 C102, C303 and C400
Intermediate survey, coating. Pt.7 Ch.2 Sec.2 Dl00
Renewal survey, coating.
5.2 IMO Guidelines - Corrosion protection organisational matters concerning shipowners, shipyards,
flag state administration, classification societies and others.
Selected items of the lM0 guidelines concerning corrosion me classification society’s involvement in f o ~ ~ o wof- ~ p
protection in such forms as they appear in January 1996,are ships’corrosion protection systems is currently being
presented in the below table. The guidelines deal with discussed.
technical aspects of corrosion protection as well as
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Table 5.2 IMO Guidelines - Corrosion protection

IMO reference Guidelines - Heading and selected items
Res. A.798( 19) GUIDELINES FOR THE SELECTION, APPLICATION AND MAINTENANCE OF CORROSION PROTECTION
adopted 23 SYSTEMS OF DEDICATED SEA WATER BALLAST TANKS
Nov. 1995 invites governments to apply the guidelines a.s.a.p. to new bulk carriers and oil tankers
shipyard and / o r its subcontractors should provide clear evidence of their experience in coating application
coating standard, job specification, inspection, maintenance and repair criteria should be agreed by the shipyard
andor its subcontractors, owner and manufacturer, in consultation with the Administration or an organization
recognised by the Administration
multi-coat treatments with coating layers of different colours are recommended
use of a hard coating is the most common practice
the effectiveness of a hard coating can be achieved only if the manufacturer's technical product data sheet and job
specification is carefully followed
the last layer of each coat should preferably be of a light colour in order to facilitate in-service inspections
due regard should be given to the possible poor edge covering of hard coatings with a high solids content
the surface preparation should be in accordance with the coating manufacturer's specifications and recommendations
the conditions under which blast cleaning is performed should preclude condensation
it is not recommended to carry out blast cleaning when
the relative humidity is above 85 %, or
the steel surface temperature is less than 3 "C above the dew point, or
there are traces of moisture, or condensation occurs before the primer coat is applied
inspection relevant to surface preparation and coating application should be agreed upon between shipowner and
shipyard under the manufacturer's advice
activities that should be overseen, inter alia, are
working conditions, e.g. illumination, access, staging, etc.
environmental conditions, e.g. temperature and moisture
removing of sharp edges
blast cleaning or mechanical cleaning
cleaning up after blast cleaning
shielding of painted surfaces from blasting operations
coating application equipment
curing times for intermediate coats in relation to temperature and humidity
cleaning of coated surfaces before application of next coat
handling or storing or transport of coated objects
coating repairs, when damaged
precautions are to be taken to reduce health, fire, explosion and other safety risks which should be in accordance
with the regulations of the Administration
cathodic protection by means of sacrificial anodes may be used in combination with coating to prevent or reduce
pitting corrosion starting from local defects in the coating
anodes should be designed in terms of size, weight, and distribution to give an adequate life commensurate with the
service period
anode design documents should be available for maintenance purposes
alternative corrosion protection methods may be used, provided they give the same level of corrosion protection
accomplished by means of hard coatings
maintenance of the corrosion protection system should be included in the overall ship's maintenance schemes
the effectiveness of the corrosion protection system should be verified during the ship's life by the Administration or
an organization recognised by the Administration
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Due consideration to surface profile should be taken when

6. Appendix 2: Properties and Test calibrating DFI' measuring equipment.
Standards for Coatings Blasted steel surface cleanliness and profile
Some recognised standard methods for optional use in Visual, pictorial standards for surface cleanliness are usually
quality control, testing of properties and evaluation of the sufficient, such as
condition of coatings are listed below. Other test methods
may be used as a well. - I S 0 8501-1, with grades Sa 3 and Sa 2,5
- SIS 055900, with grades Sa 3 and Sa 2,5
Abbreviations: - DIN 55928, with grades Sa 3 and Sa 2 3 .
ASTM: American Society for Testing and Materials
I S0 12944 is a relatively new standard, 1st edition 1998,
BS : British Standard
comprising Paints and Varnishes for corrosion protection in
DIN : German Standard
I S 0 : International Standardization Organization general, consisting of 8 parts. The part no. 4 concerns steel
surface preparation. National and EN standards are issued
NACE : National Association of Corrosion Engineers (USA)
with the same number and same content.
SIS : Swedish Standard
SSPC : Steel Structures Painting Council (USA) The grades Sa 3 and 2,5 approximately correspond to,
respectively,
6.1 Quality control tests for steel surface treatment -
and coating application BS 4232, grades First Quality and Second Quality
- NACE, grades No. 1 (white metal) and No. 2 (near-
Coating adhesion white)
Proper coating adhesion (bonding) to the steel surface and - SSPC, grades SP 5 (white) and SP 10 (near-white).
between individual coats is most important for the quality
and durability of the coating. Inadequate adhesion results in a Surface roughness profile after blast cleaning can be checked
mechanically weakened coating layer which may soon be with a surface profile gauge, or a "Rugotest" set or similar
lifted, blistered or peeled off by moving water, weathering for visual comparison, commonly Rugotest no. 3. It is
actions, impacts or traffic. described in I S 0 8503. Commonly used surface profiles for
corrosion protection paint coatings are 60 - 90 microns R
Proper adhesion is obtained by following the above where R is the peak to valley profile depth.
guidelines for surface preparation and coating application.
Mechanically cleaned steel surfaces
Criteria for minimum acceptable adhesion may be specified, The common minimum cleanliness standard for mechanical
referring to either a cross cut test or pull-off test. Adhesion cleaning is St 2.
testing is, however, destructive and is normally used only in
cases of complaint, not as a routine test. The St 2 cleanliness standard is described in the above
mentioned standards I S 0 8501-1, SIS 055900, DIN 55928,
Adhesion (bonding) may be tested by the pull-off method, etc.
cross cutting or tape test, manual peel testing, etc.
Wet film thickness WFT
Standards for cross cut test, e.g.: I S 0 2409, ASTM D 3359, WFT is usually measured only by the coating applicator.
BS 3900 part E6. Rollers and comb type of equipment are in use. The dry film
thickness DFT can be estimated from the WFT:
Standards for pull-off test: IS0 4624, BS 3900 part E10, DIN
53232. DFI' = WFT x volume % solids/100.
Coating dry film thickness DFT Relevant standards for measurement of WFT:
The minimum dry film thickness DFT should be stated for
each coating layer and for the full coating system. If it is ASTM D 1212, BS 3900 Part C5, BS 5493.
considered more practical to specify the average DFT, it
Holiday detection or spark testing
should be increased so that it will comply with a stated
Holiday detection, or spark testing, or continuity testing, is
minimum DFI'. See examples discussed in 2.4 of these
not commonly used on paint coatings but can be essential for
guidelines.
linings for chemicals, pipe coating, and other critical coating
Dry film thickness DFT test methods: or lining applications. The equipment must be calibrated
Electromagnetic and magnetic type instruments are used for strictly according to the manufacturer's instructions and duly
coatings on steel. Eddy current based instruments may be considering the coating or lining type and thickness. Low
used on non-magnetic substrates. voltage equipment only is relevant for paint coatings.
Standards concerning dry film thickness measurements: A recognised standard indicating test voltages versus coating
thickness is NACE RP-02-74. Useful advice is also given in
IS0 2808, BS 3900 Part C5, BS 5494, ASTM D 1005, D BS 6374.
1400, D 2691, SIS 184160.
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6.2 Coating materials’ testing - thermal, Impact resistance

mechanical and physical properties Relevant test standards (to be chosen according to type and
thickness of coating):
The below tests for materials properties are listed for
optional use and are not meant to exclude other test methods. BS 3900 Part E3 and E7, ASTM G 14, D 2794.
Heat resistance Hardness
Coatings with sufficient heat resistance should be selected If hardness testing is relevant, due concern must be given to
for application to surfaces exposed to elevated temperatures, the type and thickness of coating. Relevant test standards:
such as bulkheads against heated cargo and decks exposed to
sunshine. For example tar containing coatings may contain ASTM D 2134,2240, BS 4164, SIS 162201.
volatile components which tend to evaporate when heated,
rendering the remaining coating less flexible and prone to Flash point
cracking when aged. The flash point of a liquid coating may be determined by e.g.
tests:
Service temperature limits of coatings may be determined as
softening point, or by means of registering signs of ASTM D 93,3278,56,1310, DIN 53213,51755,51758.
degradation or decomposition, e.g. change of colour.
Viscosity
Standards for heat resistance testing: Relevant tests:
BS 3900 Part G 7, BS 4164, BS 4692, ASTM D 2485. ASTM D 1200, DIN 51550,1342,53177.
Flexibility or relative elongation Gloss

Coatings should have sufficient flexibility or relative Tests for gloss of architectural paints, etc.:
elongation for the actual application. Loss of flexibility may
result from prolonged exposure to elevated temperature. In ASTM E 430, BS 3900 Part D 50, DIN 67530.
general, the coating should have higher relative elongation
than the steel it is applied to, considering even that some 6.3 Documentation of coating performance
local deformation of the steel may occur. Coatings to be used properties - Type approval of coatings
in ships tanks should have minimum 4 % relative elongation
Independent records of satisfactory performance as corrosion
at relevant conditions of exposure (ageing effects and a protection in a relevant environment should be requested and
safety factor taken into account).
evaluated before selection of coating type and manufacturer.
Test standards for coating flexibility:
DNV offers type approval of protective coating systems to
Tensile elongation, free film: ASTM D 2370. the manufacturers, see Type Approval Programme. The type
approval is mainly based on independent documentation of
Cupping of coated plates (Erichsen test): the coating’s long time durability in real life exposure. Type
approved coatings, their areas of use and requirements to
IS0 1520, BS 3900 Part E 4, DIN 53156. steel surface treatment are described in the DNV publications
series Type Approved Products.
Bending over mandrel:
Standards which may be used in evaluation of coating
BS 3900 Part E 1, ASTM D 522, ASTM D 1737. performance or describing the condition of a coating:
Abrasion resistance IS0 4628, in which the part 3 is most useful, and ASTM D
For floor coatings and traffic paint abrasion resistance is 610, D 659, D 661, D 714, D 772, D 1654, DIN 53209, NS
important. Relevant test standards may be: 5400-5408, etc.
ASTM D 1395, D 658,968,821.
Drying time of coatings

Test standards:
ASTM D 3732,1640,1953,711, I S 0 1517, SIS 184153.
Binder/Pigment/Volatile/Solidscontent
The percentages of the respective components of a coating
material may be determined by various standard tests, e.g.:
ASTM D 2697,2832, 1259,2621, IS0 3233.
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Paper work
7. Appendix 3: Coating inspector's duties - Reporting, including:
Checklist
- documentation of the quality of coated surfaces versus
The status and authority of the coating inspector or team of the quality specified
inspectors should be stated in the contract between ship- - tests carried out (check of surface cleanliness, film
builder and owner. The following are indications of relevant thicknesses, air and temperature controls)
tasks and equipment for the inspector that may be considered
in such contract.
- deviations from specified quality
- documentation of installed numbers and locations of any
The coating inspector should have documented anodes, to be in accordance with specification and
qualifications, including knowledge about health and fire drawings.
hazards concerning this work. Certification arrangements for Inspection equipment
coating inspectors are established in some countries. The coating applicator or coating subcontractor should
normally have the necessary inspection equipment on site.
Sacrificial anodes' installation can be covered by the coating The most important equipment for the coating inspector will
inspector. Installations of impressed current systems should
be:
be surveyed by a representative from the supplier.
- specification or pictorial standards for steel surface
The coating inspector should be involved in the following preparation
items described in the guidelines: - pocket knife
- psychrometer (for wet and dry air temperature
planning measurement) or hygrometer
steel surface preparation - dew point calculator, electronic type
coating selection and application - steel surface thermometer
coating quality control and testing (of the tests - dry film thickness measuring equipment.
mentioned in Appendix 2 only a few of those mentioned
under 6.1 are normal routine tests for common paint Useful additional equipment may be:
coatings)
sacrificial anodes installation, if any.
- inspection mirror
- pull-off adhesion test equipment
Details of testing and quality control to be carried out by the - Rugotest or surface profile gauge
coating inspector should be defined. During coating - paint inspection gauge.
operations the inspector's daily duties may be as follows:
Practical inspection work
Survey of
illumination, access, and compartments for conditioning

of temperatures and moisture
breaking or rounding of edges
blast cleaning
cleaning up after blast cleaning
shielding off painted surfaces from blasting operations
conditioning of steel temperatures and air temperature
control of humidity and dew point calculation
coating application equipment and methods
dry film thicknesses
curing times for individual coats in relation to
temperature and humidity
storing of coating materials and abrasives
specified type of coating to be applied
cleaning of coated surfaces before application of next
coat
handling or storing or transport of coated objects
coating repairs, when damaged
sacrificial anodes, installation in accordance with
specification and drawings
survey that sacrificial anodes are not coated or otherwise
damaged.
DETNORSKEVERITAS
2000
8.2 Corrosion mechanisms on steel surfaces in

8. Appendix 4: Corrosivity and corrosion ships
resistant materials - a brief review Common corrosion on steel in ships is of the electrolytic
corrosion type. General-, pitting-, crevice-, galvanic- or
8.1 The marine environment - corrosivity bimetallic-, intercrystalline-, erosion-, etc.- corrosion are all
The corrosivity of sea water varies relatively little in the variants of principally the same, electrolytic type. The
oceans. Even in local areas like the Baltic Sea, where the salt smaller the anodic (corroding) surface in relation to the
content is considerably lower than in the large oceans, there cathodic (non-corroding) surface, the more localised,
is enough salt to make the water an electrolyte and thus concentrated and rapidly occurring is the corrosion process,
corrosive. The resistivity of the water is a measure of its e.g. pitting corrosion rates may be very high. Corrosion
electrolytic properties. Typical resistivities are for example fatigue and stress corrosion cracking is also of the
(see references (1) and ( 5 ) ) electrolytic type, though combined with mechanical action.
- in open sea water, temperature about 25 "C, 20 ohm cm Dry, high-temperature corrosion may occasionally occur
- in open sea water, temperatures below 10 "C, 30 ohm under special conditions, as in engines.
cm
- For steel submerged in sea water the accessibility of oxygen
in sea bottom mud or sediments, 75 - 150 ohm cm to the surface is governing the corrosion rate. This implies
- in brackish river water, 200 ohm cm that the corrosion rate for different steel grades in
- in distilled water, 500000 ohm cm. submerged, static condition is approximately the same,
The corrosivity of sea water as regards general corrosion on independent of minor alloying elements.
steel increases with increasing temperature, oxygen content,
water velocity, content of corrosive contaminants, eroding High strength steels may more often than common steel be
particles, and conductivity. subject to high stress levels or cyclic stresses. This can imply
increased corrosion rates, due to the stresses as such (stress
Localised corrosion, notably on stainless steels and corrosion cracking or corrosion fatigue), and also due to that
aluminium alloys, will often be promoted by stagnant water a protective layer of rust is prevented from being formed at
low in oxygen. spots receiving high stress levels or fatigue loads. Fresh,
unprotected metal surface is then continuously exposed to a
Bacterial corrosion (also called micro-biological, anaerobic, corrosive environment.
etc.) may occur e.g. in ships' oil tanks, ballast tanks, cargo
piping, etc., due to that local environments and conditions for Due to high local stresses and strains, the useful life of
bacterial activity are prevailing. These conditions are, briefly coatings may be reduced. If so, the corrosion process may
get an early start.
- stagnant (anaerobic) water
- hydrocarbons nourishing bacteria, e.g. crude oil, Bacterial corrosion, if occurring, may proceed locally at high
possibly some coatings or soft coats, etc. rates. Indications of bacterial activity are
- sulphates present in sea water (the most common
corrosion promoting bacteria utilise sulphate for rotten smell of hydrogen sulphide H2S (Caution: H2S in
"breathing" instead of oxygen) high concentrations is odourless to humans. It is very
- ideal temperatures for bacterial growth (about 20 to 40 poisonous and also explosive)
"C) corrosion may occur as smooth pitting
- sufficient numbers of bacteria to flourish under above corrosion products are initially black coloured by iron
conditions are often present in water. sulphides
the black colour disappears rapidly in air due to
The corrosivity of the marine atmosphere is dependent on its oxidation of the iron sulphides.
content of chlorides, sulphates or sulphites and other air
contaminants, including soot and dust particles. The For steel exposed to marine atmosphere the corrosion rate is
corrosivity thus generally decreases with increasing height governed by the rate of transfer of metal ions at the anode,
above sea level. which in its turn is dependent on the amount of
contamination elements and alloying elements in the steel.
The corrosion promoting effect of salts, dust etc. in the The atmospheric corrosion rate will thus vary significantly
marine atmosphere is due to, mainly with the steel type.
- increasing conductivity of moist film on metal surfaces 8.3 Factors influencing steel corrosion rates in
- prevention of a moist film on metal surfaces from drying
ships
out, and
- breaking up passive, oxide films on e.g. stainless steels The corrosion rate on unprotected surfaces, like other
and A1 alloys. chemical reaction rates, generally increases with the
temperature.
DETNORSKE
VERITAS
2000
The corrosion rates in a ship can, however, be constant, 8.4.1 Stainless steels
increase or decrease with the time, dependent on e.g. the The so called stainless steels owe their corrosion resistance
following factors: to a thin surface film of oxides, called a passive film. The
- oxide film is cathodic compared with the base metal, and
a layer of built up corrosion products (rust) on a steel when broken, the adjacent base metal exposed to sea water
surface will have a protective (coating) effect by limiting will act as a sacrificial anode. Pitting will occur, often at a
the access of oxygen to the steel, thus lowering the
high rate.
corrosion rate
- a layer of corrosion products may render parts of the The passivity of the oxide film is dependent on oxygen
surface cathodic in relation to other, anodic, parts of the supply and on the chemical-metallurgical composition of the
surface lacking such layer experiencing increased base metal. Notably the content of molybdenum must be
corrosion rate above a certain minimum to withstand depassivation by
- surfaces exposed to vibrations and/or high stress levels chlorides. Only a few types of "high molybdenum"- type
may have increased corrosion rates with time, due to that stainless steels are resistant to sea water, i.e. those with Mo-
the thickness reduction of steel plates reinforces contents above about 6 %, e.g. 0,02 % C, 20 % Cr, 18 % Ni,
vibrations and stress levels 6,l % Mo, 0,2% N, 0,7 % Cu. At temperatures > 15 "C,
- macro-elements or large aeration cells caused by however, the 6% MO stainless steels can suffer from crevice
variations in the oxygen concentration, e.g. at different corrosion in sea water.
depth levels in a ballast tank and over or under
sediments, may create anodic parts experiencing The most commonly used austenitic type stainless steels, e.g.
accelerated corrosion and other parts cathodic, non- 0,03 % C, 18,5 % Cr, 1 4 3 % Ni, 3,3 % Mo (AISI 316 and
corroding related products) are not resistant to sea water. Modern
- areas with locally degraded coating may become anodic duplex steels may be somewhat more resistant.
compared with areas with intact coating, resulting in
pitting corrosion. Pitting or other localised attacks in stainless steels are thus
often due to:
Other, operational factors may also influence the corrosion
rates in a ship, e.g.: - lack of oxygen, e.g. in stagnant sea water, underneath
debris or adherent particles
percentage of time in ballast or ballasting routine - local chemical or metallurgical surface defects, e.g.
moisture content of empty tanks
caused by welding.
temperature of cargo or fuel in adjacent tanks
cathodic protection, application and design and anode It follows that success of stainless steels in sea water are
distribution dependent on a non-intermittent flow of water and of the
coating type and application, including steel surface surface being kept smooth and clean. Proper welding
preparation procedures must be strictly adhered to.
maintenance of corrosion protection systems Further, stainless steels are more noble, i.e. of significant
structural design of ship and tanks cathodic character compared with common ship construction
frequency and method of tank washing steel. When sea water or moist marine air is present,
clean or dirty ballast unprotected black steel in electrical contact with stainless
cargo type and composition, including contamination will corrode more quickly than if it were alone, due to
use and type of inert gas galvanic corrosion.
trade, speed and sailing route
etc. Stainless steel types used for chemical cargoes should be
selected based on a critical evaluation of information
Depending on the above factors, unprotected steel internally provided by the manufacturers of the steel and of the
in ships ballast tanks may typically, allowing for great chemicals. Close attention should be given to the welding
deviations, experience average corrosion rates (see reference procedures, and to the contaminants of the cargo, which may
(2)) of the order of 0.2 - 0.4 d y e a r . Local corrosion, e.g. be more corrosive than its main constituent.
pitting and corrosion in way of welds, may proceed at much
higher rates. 8.4.2 Aluminium alloys
8.4 Metallic materials other than steel The sea water resistance of Al-alloys depends, as for
stainless steels, of a thin, cathodic film of oxides. If the film
Significant features concerning the corrosion or protection is destroyed, the Al-alloy is likewise prone to pitting,
aspects of a few important groups of metallic materials are according to the same mechanisms as stainless steels.
briefly mentioned below:
Contrary to stainless steels, Al-alloys are anodic, i.e. less
noble, compared with black steel. In metallic, electrical
contact and exposed to sea water or marine atmosphere, the
Al-alloy will corrode, sacrificing itself and protecting the
steel.
DETNORSKE
VERITAS
2000
Typical Al-alloys used in marine construction are given in 8.4.3 Copper alloys
Table 8.1. Typical propeller casting materials are the Ni-Al-bronzes.
The typical composition of Ni-Al-bronzes is minimum 78 %

Alloy Si Mg Mn Cu, 8 - 11 % Al, 3 - 6,5 % Fe, 3 - 6.5 % Ni, maximum 3 %
Mn and total other elements maximum 0.5 %.
AlMg2.5 - AlMg4 maximum 0.5 2.2 - 4.6 maximum
0.4 - 0.8 *
Ni-Al-bronzes are resistant to high water velocities and pure
AlMg3Mn maximum 0.5 2.4 - 3.4 0.3 - 1.0 sea water. Like all other Cu-alloys, they are susceptible to
sulphide polluted waters.
AlMg4.5Mn maximum 0.5 4.0 - 4.9 0.3 - 1.0
Filling of newly installed cuprous alloy piping systems with
AlMeSil I 0.6- 1.6 1 0.4 - 1.4 I 0.4 - 1.0. foul harbour water should be avoided.
~ ~~ ~
* maximum Mn content varying from 0.4 % for Mg 2.5 to 0.8 % Typical tube materials are
for Mg 4.
Other elements in Table 8.1, maximum values, %: Cu: 0.10, Al-brass : 76 - 79 % Cu, 0.02 - 0.035 % As, 2 % A1 and Zn
Fe: 0.50, Cr: 0.35, Zn: 0.20, Ti: 0.20, Other: Each 0.05, Total rest
0.15.
Cu-Ni 90/10: 10 % Ni, 1.0 - 1.8 % Fe, 0.5 - 1 % Mn
Al-alloys, including the above, may suffer from localised
corrosion such as pitting. Cast alloys of AlMgSi type are Cu-Ni 70/30: 30 % Ni, 0.4 - 1.0 % Fe, 0.5 - 1.5 % Mn.
relatively prone to pitting corrosion. The general corrosion
rate in sea water is, however, normally low, i.e. ( 0.005 Copper has relatively low chemical reactivity and is
mtdyear. Pitting may be initiated on e.g. A1 hulls of vessels cathodic, i.e. of noble or inert character compared with steel.
when idle in harbours with stagnant sea water, underneath The corrosion resistance of Cu-alloys, however, often
marine growth or anti-fouling coating. depends on a thin film of surface oxides. If the protective
surface oxide film on Cu-alloys are broken down by too high
The AlMg alloys may be subjected to stress corrosion water velocity, erosion or contaminants in harbour waters,
cracking at contents of Mg > =. 4.5 % in strain hardened and corrosion attacks may occur.
stabilised condition. Materials for bolts and rivets should
have< 3.5 % Mg. For tube materials in heat exchangers (see reference (3))
recognised flow velocities should not be exceeded to avoid
Galvanic corrosion is well known on A1 alloys in the corrosion attacks as given in Table 8.2.
presence of an electrolyte such as sea water or a chloride
containing film of moisture. Metallic contact between A1 and
e.g. copper, nickel, chromium, stainless steels and mild steel Tube material Maximum flow veloci& d s
should be avoided in the presence of sea water or moist,
marine atmosphere. A n n (e.g. galvanised steel), Al-brass 2.1
AYcadmium and usually Aylead are harmless. Cu-Ni 90/10 2.4
Cu/Ni 70/30 3.0
Stainless steel screws or bolts are often used in A1 alloy
constructions. When submerged in sea water or when a film Joining of tubes by welding or other methods may introduce
of moisture will often be present at the surface, electrical local deviations from the base material composition of great
insulation is necessary between stainless steel and Al. consequence for the corrosion resistance. Proper procedures
Metallic contact Allstainless steel screw or bolt may be for joining and installation should be strictly adhered to.
adequate in marine atmosphere at some height above the
water level (e.g. some helicopter deck constructions) 8.4.4 Galvanic series of metals and alloys
provided the surface connection is kept dry most.of the time Joining together different metals or alloys may result in rapid
by abundance of fresh air. AYstainless steel contacts are galvanic corrosion on the less noble alloy, which will act as a
harmless in a dry, indoor atmosphere. sacrificial anode relative to the nobler, cathodic alloy.
Necessary conditions for such corrosion are that the two
Copper content in A1 alloys above the above limit of 0,lO % alloys stay in electrical contact and that sea water or a film of
may initiate intergranular corrosion. moisture is present. Insulating flanges and bolts, coating, or
dry conditions, will prevent galvanic corrosion from
AlSiCu and AlCuTi cast alloys should thus not be used in occurring.
marine construction.
AlZnMg alloys may be prone to stress corrosion cracking

and should thus be avoided.
DETNORSKE
VERITAS
2000
Below is inserted a table of galvanic series in sea water (see E.g. a stainless steel bolt (cathodic) with small surface area
reference (4)) for relevant metals and alloys, with relative in contact with a large surface area of aluminium (anodic) is
potential differences (from F. L. LaQue, Marine Corrosion - normally far less harmful than if the opposite situation
Causes and Prevention). For practical purposes, galvanic should occur, because the corrosion attack on the A1 alloy
corrosion will usually not be significant at potential surface will be spread out evenly on a large surface.
differences less than 50 - 100 mV.
Moist surface film (electrolyte):
Generally, the surface ratio between anodic (less noble) and
cathodic (more noble) metals will influence the galvanic Due to the low thickness of the moist film, the surface effect
(bimetallic) corrosion attack on the anodic surface. Two of a large anode versus a small cathode will be cancelled (no
common conditions are, however, worth considering: The spreading effect of corrosion current through the bulk
fully submerged and the moist surface film condition, electrolyte). E.g. a stainless steel bolt in an aluminium alloy
respectively: construction will give local corrosion attack on the
aluminium adjacent to the bolt.
Fully submerged in bulk sea water (electrolyte):
DETNORSKE
VERITAS
2000
+ 0.2 0 4.2 -0.4 4.6 -0.8 -1.0 -1.2 -1.4 -1-6
toys
10.416
,347
Figure 8-1 Galvanic series in sea water 8.5 Cargo and ballast handling - design against
corrosion
Volts: Saturzted calomel half-cell reference electrode
Ballast water and cargoes often promote corrosion, as in the
Note regarding Figure 8.1: typical cases of:
Alloys are listed in the order of the potential they exhibit in Tankers for oil: Acid water containing sulphurous
flowing sea water (2,4 - 4 d s e c , temperatures 10 - 27 "C). components from the oil may settle out in the bottom of
cargo tanks, ballast tanks and cargo piping, causing corrosion
Certain alloys indicated by black rectangles in low-velocity problems.
or poorly aerated water, and at shielded areas, may become
active and exhibit a potential near - 0,5 V.
DETNORSKE
VERITAS
2000
Ore carriers: Impacts from grabs may damage the corrosion

protection systems on both sides of exposed plates.
Ore carriers: Corrosion attacks may occur from water

acidified by the ore.
Ballast tanks: Heavily exposed to sloshing sea water, cyclic

changes of temperature and hydrostatic pressure, wetting and
drying, often of intricate construction, with difficult access,
inadequate drainage, etc., invite corrosion to unprotected
surfaces.
In designing and constructing of the ship attention should be

paid to cargo handling and ballasting operations, to facilitate
drainage, cleaning and drying up of empty tanks and holds.
Access must be ensured for application of adequate corrosion

protection systems where most likely needed. Details often
overlooked are for instance small cut-outs in corners, which
are made too small for proper surface treatment and for
access of painters’ spraying equipment. “Mice holes“ should
be enlarged to ”rat holes” with diameter minimum 100 mm.
DETNORSKE
VERITAS
2000
In Figure 9.1 are shown some figures illustrating various

9. Appendix 5: Surfaces - Preparation, aspects of steel surface preparation and coating related to the
Coating and Corrosion subjects treated in these guidelines.
9 8 7
. .
.
L
0,1% 0,3%
3 2 1
1 - I
16% 33% 50%

The figure is referred to in the guidelines for defining
Figure 9-1 Examples of area percentages
The black spots of the figure representing 3 % of the surface - due time for maintenance coating (1 % = Rust Grade 6),
is denoted as Rust Grade 5, those representing 1 % is and
denoted Rust Grade 6. Figure copied from ASTM (see - useful life of a coating (3 % = Rust Grade 5 ) .
reference (9)).
2000
Sharp Edge Gas Cut Edge

\. A. Remove by grinder or disc sander.
Weld Spatter
7
@ J
B.
A.
Rolled steel sections normally have radiused
edges. Therefore can be left untreated.
Remove spatter observed before grit-blasting

with grinder or chipping hammer.
B. For spatter not readily removed. Remove

using gn‘ndertdisc.
Lamination
?/I ’/ / / .m
‘1
Remove using grinder.
?,
,,,
,,/
7
Undercut
Undercuts exceeding classification ruling
should be repaired by welding and grinding.
Manual Weld
Bead ’-.. k/ Sharp Profile peaks to be smoothed using
grinder.
The figure (originally made by Camrex Limited (see

Figure 9-2 Preparation of steel reference (9)) illustrates important surface details to be
prepared for coating application. All the above preparations
should be carried out before blast cleaning.
DETNORSKE
VERITAS
2000
'8
1:
T 2
Figure 9-3 Stripe coating locations

(from Camrex (see reference (9))
1: Inside edge of cut outs. 2: Edge part of stiffeners.

3: Welding beads. 4:Where spraying is difficult.
DETNORSKE
VERITAS
2000
a) Lower end of hold frames

Coating b) Lower end of water tight bulkhead (not illustrated)
c) Corners of lower decks
d) Bilge wells
Double bottom ballast tanks:
e) Upper surface of face plates of bottom and tank

longitudinals
f ) Floor plate around filler plates to slots
g) Upper surface of tank top plating
coating (from Y. Akita (see reference (1 1))
Increased p l a t e thicknes5.
Coating or wooden floor
for grain cargoes, etc.
Figure 9-4 Recommended extent of coating in cargo holds Figure 9-6 Parts liable to corrosion in bulk carriers or
on bulk carriers OBOs
Regarding the extent of coating, see also the DNV Rules, Wing ballast tanks:
reflecting IACS Unified Requirement. The inner bottom
should have increased steel plate thickness due to a) Upper part of transverse and longitudinal bulkheads (not
susceptibility to corrosion and physical wear. Holds for grain illustrated)
and other cargoes to be kept clean should have coated inner b) Upper part of deck transverses
bottom. c) Longitudinals
d) Cut edge of slots and drain holes in transverses
e) Block butts in internal members and in bulkheads
f ) Junction of cross ties to side transverses or vertical webs
Holds and bulkheads:
Bulkhead plate at the level of double bottom tank top (not
illustrated)
Upper surface of tank top plating incl. hopper tank
plating
Hold frames, particularly lower part, upper part and
frame bracket at toe and HAZ
At about 40 % of height (normally top of cargo with
cargoes not trimmed)
Figure 9-5 Recommended extent of coating in cargo holds

on bulk carriers
Cargo holds:
Figure 9-7 Parts liable to corrosion in oil tankers
DETNORSKE
VEIUTAS
Water ballast tanks: f) Upper surface of horizontal girders

g) Upper surface of shell and bulkhead longitudinals
a) Upper part of transverse and longitudinal bulkheads h) Upper surface of face plate of bottom longitudinals,
b) Upper part of deck transverses bottom girders and bottom transverses
c) Deck longitudinals
d) Upper surface of horizontal stiffeners and brackets (not tanks:
illustrated) i) Structural members in vapour spaces of tanks (not
e) Cut edge of slots and lightening holes in horizontal illustrated)
girders
DETNORSKE
VERITAS

Corrosion Protection of Ships: Recommended

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What is DET NORSKE VERITAS and what are their roles and responsibilities?

What is DET NORSKE VERITAS and what are their roles and responsibilities?

What are Recommended Practices and how are they used?

What are Recommended Practices and how are they used?

RECOMMENDED PRACTICE

CORROSION PROTECTION OF SHIPS

0 Det Norske Veritas 2000

1. Introduction Cathode: The non-corroding or protected part of an

Binder: The component in paint or coating binding its

St 3: Very thorough scraping and wire brushing - machine 2.1 Planning

Reasons: See 2.4 and 3.1.1,

The best shop-primers from a corrosion protection point of

Sweep blasting of the whole or parts of shop-primed surfaces

Ultra high pressure water jetting (>=: 1700 bar) with

Zinc rich shop-primer should be used for System I1 and 111

Target durability 5 years

Table 2.2 Coating system No. I1 - Target useful life 10 years

Surface preparation, estimated life span ranges, definitions

No coating systems are indicated for corrosive cargoes,

I Table 2.4 Coatings for miscellaneous areas Surface preparation alternative I :

Table 2.5 Bull coating systems and allocation

2.9 Cathodic protection of ballast tanks 2.9.I . 2

A1 or Zn based anode alloys should be of recognised type,

Lower wing tanks and double bottom tanks (bare steel) 80 - 90

For short ballast voyages the current densities should be

2.9.1.6 W = net mass of one anode (kg)

It is a presumption for the above calculation of H that the 2.9.2.5

Table 3.1 Maintenance coating

Notes to Table 3.1:

3.1.2 Surface preparation - hydro-jetting (grit injection available)

Allocation I Coatingwpe I Nominal DFT micron I Number of coats minimum

If the coating is found in Poor condition, or where coating

Table 3.3 Coating conditions I

Item considered or comparable Coating condition (Limitfor rating)

4. References (9) ASTM D 610 - 85, Evaluating Degree of Rusting on

Table 5.2 IMO Guidelines - Corrosion protection

Due consideration to surface profile should be taken when

6.2 Coating materials’ testing - thermal, Impact resistance

Flexibility or relative elongation Gloss

Drying time of coatings

illumination, access, and compartments for conditioning

8.2 Corrosion mechanisms on steel surfaces in

The typical composition of Ni-Al-bronzes is minimum 78 %

AlZnMg alloys may be prone to stress corrosion cracking

+ 0.2 0 4.2 -0.4 4.6 -0.8 -1.0 -1.2 -1.4 -1-6

Ore carriers: Impacts from grabs may damage the corrosion

Ore carriers: Corrosion attacks may occur from water

Ballast tanks: Heavily exposed to sloshing sea water, cyclic

In designing and constructing of the ship attention should be

Access must be ensured for application of adequate corrosion

In Figure 9.1 are shown some figures illustrating various

16% 33% 50%

Sharp Edge Gas Cut Edge

Remove spatter observed before grit-blasting

B. For spatter not readily removed. Remove

The figure (originally made by Camrex Limited (see

Figure 9-3 Stripe coating locations

1: Inside edge of cut outs. 2: Edge part of stiffeners.

a) Lower end of hold frames