SPECIAL ADVERTISEMENT SECTION
Commercial Pressures on Ballast Tank Coating Assessments
In December 2006 the International Maritime Organization (IMO) adopted legislation requiring a performance standard for ballast tank coatings. The performance standard regulations specify that the coating inspector involved in the process must be qualified as NACE Coating Inspector Level 2-Certified or equivalent. NACE International's Coating Inspector Program (CIP), the leading training and certification program for the protective coating industry for over 25 years, has more than 9,500 active CIP-certified professionals in 95 countries. In October 2007 at the International Marine Coatings Summit in Shanghai organized by NACE International, prominent leaders in the shipbuilding and marine coatings industries came together to address many issues coming out of the IMO recommendation for performance standards for protective coatings (PSPC). At the summit, Andy Alderson, chairman of the International Association of Classification Societies (IACS) EG/Coatings, director of the RINA Technical Excellence Centre, and NACE member, addressed the commercial issues involved in coatings inspection. Portions of his presentations are shared here. The Role of Vetting and Inspection For the oil company vetting manager, every vessel he or she approves is a career decision. Many vetting managers make decisions using reports and evidence that arrived at their desks from inspections. It is not in their interest to turn down vessels. If they do not grant vetting approval, then there is no future work for anyone! Vetting serves two purposes. One is to identify vessels and owners that are an acceptable risk to the marine transportation of crude oil and its products and use them. The other is to identify vessels and owners that are an unacceptable risk and exclude them from maritime activities. Balancing commercial pressures while ensuring that ship safety creates a challenge. First, a ship must be inspect-
ed in order to comply with the necessary vetting requirements. Yet an inspection is not generally possible while the ship is in service due to port restrictions, safety, or other practical concerns. This requires time off hire to be inspected in order to be chartered. And owners are seeking ways to balance the two needs. Maintenance and Repair: To Be or Not...? IACS Recommendation 87 was developed in conjunction with the industry in efforts to provide guidance on repairs to coatings. The IMO Guideline for Maintenance Coating & Repair used IACS Recommendation 87 as a basis for its development. This guideline is currently under development by IMO's Design & Equipment Sub-Committee, and is almost complete with the only outstanding areas being the development of "Areas under consideration for all ship types" a task being undertaken at IMO's request by IACS. The ideas of Maintenance & Repair have been separated in the draft IMO document with maintenance being considered as an onboard in-service activity, which maintains the coating condition as it is using tools and equipment normally available on board. Repair being reserved for work is generally conducted with a vessel out of service and at a repair facility using specialized tools and equipment. Whether required or not, performance standards for protective coatings are essential to successful use of coatings to ensure a ship's safety and prolong its life. The ability of a ship's coating system to reach its targeted useful life depends on the type of coating system, steel preparation, and application, as well as coating inspection and maintenance. IMO PSPC requires that in-service maintenance, repair, and partial re-coating activities should be recorded in the coating technical file in accordance with the relevant section of the guidelines for coating maintenance and repair. The IMO clearly refers to a requirement for maintenance and repair, but is maintenance on board really possible? And is the concept of "maintenance free" really viable? As simple
as that sounds, the reality is that some level of watchfulness is needed to determine when and how much maintenance is required. The key to monitoring and measuring the need for maintenance is ongoing and consistent inspection. Knowing the true condition of the ship enables effective planning and successful implementation of repair, if required, at appropriate facilities. The Potential Impact for Maintenance & Repair If everyone can agree that, at the minimum, some level of inspection is necessary, then owners and industry leaders can focus on addressing its impact. Key questions pertaining to impact are: � Can inspections be carried out by owners while ships are in service? � How often should inspections be carried out every 6 months, or every 3 months...? � What should be the total number of inspections (is once every month acceptable)? � What are the vetting requirements? � What extent of repairs or maintenance is allowable? � What level of training is required? � What level of knowledge is expected from the ship's staff? � How far can performance standards for protective coatings extend? � How much attention should be paid to void spaces? � What is the greater implication for cargo tanks? All of these questions come into play when people attempt to define and develop standards. To enable all those affected by the outcome of these impacts to offer input, everyone affected should begin to consider these questions and define the parameters of what they consider acceptable. If each person comes to discussions with suggestions for what's acceptable and a willingness to consider all the viewpoints, much progress can be attained.