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Coatings and Cold Hard Truths | International Paint

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Coatings and Cold Hard Truths | International Paint Ice Class Vessels Coatings and cold hard truths The sophisticated ships destined to recover hard to reach resources under ice-covered polar seas have required new thinking on design and construction. No matter how profound that thinking has been, however, owner preference for the protective coating Intershield® 163 Inerta 160 has remained a constant. Despite the challenges posed the Arctic Circle promises to yield around 22% of the world’s oil and gas still known to be available. hile the wider harshest of environments. natural gas liquids. newbuilding market Despite the challenges posed by their More than a fifth of Russian territory for ships may only now recovery, the Arctic Circle promises to lies north of the polar circle. The W be showing any signs of yield around 22% of the world’s oil and nation’s Arctic and sub-Arctic regions recovery, few can doubt that sustained gas still known to be available, in the account for 90% of its gas reserves and high oil and gas prices dictate the shape of up to an estimated 90 billion over 20% of its crude oil. Accordingly, future need for increasing numbers barrels of oil, 1,670 trillion cubic feet Russian gas giant Gazprom, for of vessels capable of operating in the of natural gas, and 44 billion barrels of example, has gone on record as saying 1 Ice Class Vessels that field development offshore Russia to 2020 alone will drive orders for over 10 production platforms, over 50 ice class tankers and other specialised ships, and at least 23 liquefied natural gas carriers. Such ships will be required to operate year round, and many will need to operate through ice that is up to 1.5m thick. If the firm orders supporting such intentions have been slow to emerge, much depends on the Russian desire for its own shipyards to be in place to take a slice of available orders. Here, progress is clearly being made. In March, Russian prime minister Vladimir Putin proposed “a joint production of ships and services” to Finnish president Tarja Halonen on building new ice class ships for Arctic The first Classification Society recognised abrasion resistant ice coating was exploration. Earlier in the month, Mr Intershield® 163 Inerta 160, from International Paint. Putin expressed interest in a similar cooperation with Denmark. Samsung Heavy Industries and Daewoo Shipbuilding and Marine Engineering (DSME) have already signed technology transfer agreements with Russian builders, while Mitsubishi Heavy Industries, shipowner NYK and trading house Mitsui have investigated how to modernise the United Industrial Corporation’s (OPK’s) Severnaya Shipyard and Baltiysky Zavod for LNG carrier construction. The coming need for more ships capable of operating in ice year round is also witnessed by plans from the oil majors and North American owners for a totally new fleet of icebreakers and tankers to operate in the Beaufort Sea. All ships face the challenges set by severe ice abrasion on the hull, and Class action ice adhesion. Class Societies have been very active in dealing with the challenges posed less debate about the first point of unable to meet these challenges. by operating in these most remote and contact between a ship and ice – the However, some class societies, such unforgiving conditions; harmonising paint covering its hull. Whether they as Lloyd’s Register and DNV explicitly rules on polar ships, beefing up ice are dedicated ice breakers operating recognise the benefit of applying a strengthening on propellers and in multi-year ice with ice inclusions or specialised, low friction, ice resistant propeller shafts, amending guidelines tankers trading for only three months a coating on the hull. Such coatings are on winterisation, and working jointly year in first year ice, all ships face the shown to aid the passage of the vessel to bring different skills developed on challenges set by severe ice abrasion on by virtue of low frictional resistance. ice going ships by different societies to the hull, and ice adhesion. Traditional They also protect steel from corrosion bear on specific newbuild projects. anticorrosive systems, including by providing a physical barrier to the It is fair to say that there has been standard pure epoxy systems, are elements. 2 Ice Class Vessels Lloyd’s Register, for example, states surface. It is also abrasion resistant – that if a recognised low friction coating controlling mechanical damage and is applied in way of the main ice belt hull roughness, and saving on future and is maintained in good condition maintenance and repair costs. during service, then scantling thickness These are not idle claims. Over the can be reduced by 1mm. DNV states last 35 years, close to 1,200 applications that if a special coating is applied, that of Intershield® 163 Inerta 160 have by experience has been shown to be been made, with 141 applications being capable of withstanding the abrasion made to dedicated ice-breakers. of ice, and is properly maintained, then Nor is it the case that the product’s lower values for the ‘increment due performance attributes can be said to to abrasion and corrosion due to ice have been surpassed as technology trading’ may be approved. has moved on. The multipurpose To get the optimum level of protection icebreaker Varandey, delivered last year from a specialist, abrasion resistant by Keppel Singapore to Lukoil, needs ice coating, it is advisable to coat the to break 1.7m thick ice. She joined complete underwater hull up to 0.5m the icebreaker tug Toboy, also built by above the Deep Load Water Line. Keppel for Lukoil, which can break ice Because of the way ice breaks under that is up to 1.5m thick. Both operate pressure, ice breakers in particular in Varandey. Both have Intershield®163 benefit from complete coating of the Inerta 160 applied to their hulls. underwater hull. Generally, all parts Again, the latest of the Aker Arctic of the hull could be in contact with ice Technology-designed tankers to be whether it is during the initial ice break, built to the revolutionary double-acting or the subsequent impact of large ice principle, wherein ice is broken by a inclusions as the vessel proceeds. ship when going either ahead or astern, While ice class vessels trading in was delivered in March by Admiralty first year ice do not require complete Shipyard to Sovcomflot. coating of the underwater hull, they The 70,000dwt shuttle tanker Class societies have amended should, as a minimum, be coated in the Mikhail Ulyanov, the first of a pair to guidelines on winterisation, and ‘ice belt’ region. be delivered by the St Petersburg yard, worked jointly to bring different Some coatings suppliers offer will be deployed at the Prirazlomnoye skills developed on ice going ships paints which exhibit low abrasion field in the Pechora Sea off northern by different societies to bear on characteristics compatible with Russia. She will be required to achieve specific newbuild projects. working through ice. However, it may three knots when going astern in first- be significant that ice conditions did year ice up to 1.2m thick, and a 20cm combination of previous experience and not drive their conception. snow layer; and three knots when the results of comparative test patches going ahead in first-year ice up to 0.5m on other vessels proved decisive in thick. This ship, too, has been coated favour of Intershield®163 Inerta 160. First in Class with Intershield® 163 Inerta 160. “The Vasily Dinkov has now completed In fact, the first Classification Society- The same is true of three state of approaching two years of trading in ice recognised abrasion resistant ice the art 71,000dwt Sovcomflot double thicknesses over 1.5m,” explained Mr coating was Intershield® 163 Inerta acting tankers built at Samsung HI Thompson, “and the coatings remain in 160, from International Paint. Not a - Timofey Guzhenko, Vasily Dinkov, good condition throughout.” standard coating, this product was and Kapitan Gotsky - which operate Earlier, the nuclear ice-breaker instead specifically designed for ships from the Varandey oil terminal in the Vaygach, belonging to FGUP Atomflot trading in the Baltic Sea region, and in Barents Sea. had test patches of various ice coatings temperatures down to -50oC. Robert Thompson, First Deputy applied to her underwater hull. These With a track record now stretching Managing Director, SCF-Unicom, were inspected after 12 months and back 35 years, Intershield® 163 Inerta which provides technical services for Intershield®163 Inerta 160 was deemed 160 has proven itself as exhibiting up Sovcomflot, offered an insight into the to be in the best condition. This is cited to 2.5 times the impact and erosion continuing appeal of ‘Inerta’. He said as the main reason why JSC Norilskiy resistance of standard epoxies. Its that, in the case of the Samsung-built Nickel decided to use Intershield®163 smooth surface assists ice slip and ships, a range of alternative coatings Inerta 160 on four new container resists ice adhesion to the coating’s were discussed at the design stage. “A vessels deployed in the carriage of 3 Ice Class Vessels metallurgical products from Siberia that some shipyards have expressed to Murmansk – the first double acting reluctance when asked to apply it. And, containerships of their kind ever built since proper application is critical with (again, these ships were Aker Arctic any hull coating, their concerns must Technology-designed). be addressed. Because Intershield® 163 Inerta 160 has a very low solvent content, it cures Tried and tested rapidly, ‘going off’ within minutes. It Research has shown that a steel hull is so viscous that it must be heated for with a traditional anticorrosive system spraying and must be applied to steel trading in ice can experience abrasion with a relatively deep 75-micron blast and subsequent corrosion that profile in one coat, 500 microns thick.
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