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In a recent seminar and conference on related issues, Lynda Speed, the UK coatings authority Safinah, introduced a description of the ballast tank coating and ballast tank corrosion problems derived from ballast water treatment (BWT) technology. When the shipowner wants to purchase a BWT system, it should be thought of: “What effect does the ballast water treatment system have on the coating?†Safinah has analyzed various existing systems – because the ballast water treatment system will change the cabin. The internal environment, the potential problem of coatings, and the exact method of changing the composition of the ballast water is determined by the processing system used; those using chemicals called oxidizing species are particularly important for coatings and corrosion. .
Different types of BWT systems have been developed, including mechanical (filtration, separation); physical (deoxidation, cavitation); chemical (electrolytic chlorination, chlorine dioxide, ozone); and combinations of the above. Speed ​​says: “Each method has varying degrees of risk.†Oxide species used in some systems react with the coating to increase the rate of corrosion. If the coating fails, the ship will need to be docked for repair and suffer losses. The issues that are important when selecting a BWT system should cover the type and amount of oxide species produced by the system, as well as the extent to which the epoxy coating used in the ballast tank can withstand long-term oxide species.
Speed ​​says that 5 ppm of free chlorine has been the largest recommended standard for continuous exposure, and swimming pool experience has shown that they can cause problems with epoxy coatings. Some BWT systems use nitrogen saturation or venturi oxygen stripping (VOS) to remove oxygen. In-cabin anaerobic corrosion due to sulphur-reducing bacteria may also occur.
Shipowners, shipyards and insurance companies need to be aware of the possible effects of treated ballast water on coating and corrosion rates. Paint companies and most system suppliers do not necessarily have data to provide assurance in this regard. “Some ballast water treatment system suppliers have tested themselves, but data and methodologies are rarely shared publicly, and the rigor of the tests performed is often not as good as the Protective Coating Performance Standard (PSPC) – type testing. Some tests have The report, but did not mention the details of the coating system used, the seawater used for the test was processed only once. Other tests were conducted by an authorized institution, which raised questions about potential conflicts of interest."
The Joint Marine Science Experts Group (GESAMP) recommends that the test include uncoated substrates and epoxy-coated marine steels in accordance with IMO PSPC and ISO 2812-2. “ISO 2812-2 addresses the issue of the water immersion method used in the test, but the problem of what the structure to be tested should be immersed is still unclear. The evaluation criteria include adhesion, blistering, rusting, cracking and peeling, but not Including pulverization. The test piece should be exposed to treated water before testing."
“The industry needs to actively check the integrity of existing corrosion data for ballast water treatment systems and ask some important questions.†These questions include: Are you testing with a PSPC-approved coating system? Is there any regular seawater treatment? And is it continuously exposed for at least 6 months? According to Speed, coating and corrosion assessments must be performed by an accredited laboratory, and independent and unbiased verification of test results and standard exposure methods and practices is required.
To determine the effect of the BWT system on coatings and corrosion and to link the system to the PSPC, the test should include periodic seawater treatment and the use of worst case oxide species concentrations. The test shall be carried out for at least 6 months and at elevated temperatures and replicated in a variety of different situations and climates.
Speed ​​recommends that if the coating used in the ballast tank does not pass this test, the paint company should be required to explain the cause of the failure. Then there will be the question: Is the coating insured? Who pays for the repair costs required by the PSPC? “The ideal situation is that each ballast water treatment system should be evaluated with each approved ballast tank coating. The benefits of this accurate and standardized test. It is the manufacturer's ability to demonstrate compatibility with the coating and the impact on the corrosive nature of the exposed steel. If such a test is carried out, the shipowner, shipyard and paint supplier can make a response to which treatment system and coating system should be used. A bright decision, and a comparison with untreated seawater will provide coverage."
She explained: “Tests can be based on business needs, without having to do all the tests at once, while processing system manufacturers can focus on the main paint suppliers of the partner ship/owners.†In terms of Speed, IMO is required The BWT system demonstrates the compatibility of the system with the coating in certain situations and when using certain standardized tests.
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The coating is to be determined to be compatible with the ballast water treatment system