Tank Coatings Condition Guide - (2004)

First published by Lloyd’s Register, 2004
© Lloyd’s Register, 2004
Lloyd’s Register, its affiliates and subsidiaries and their respective officers, employees or agents
are, individually and collectively, referred to in this clause as the ‘Lloyd's Register Group’. The
Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any
loss, damage or expense caused by reliance on the information or advice in this document or
howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register
Group entity for the provision of this information or advice and in that case any responsibility
or liability is exclusively on the terms and conditions set out in that contract.
© Lloyd’s Register, 2004 2

Contents
1. Introduction 4
2. How to Use This Guide 6
3. Marine Coatings 7
4. Ballast Tank Coatings 9
5. Ballast Tank Periodical Survey Requirements 12
6. IACS Method for Assessment of Coating Condition 14
7. Basic Assessment Tools 21
8. Coating Condition Examples 31
Annex A 51
Inspection of Ballast Tanks
Annex B 62
Hot Spots for Corrosion and Other Common Defects
Annex C 75
Nomenclature
Annex D 98
Coating Condition Assessment Report

1. Introduction
This guide has been produced to supplement the Lloyd’s Register
Group’s (hereinafter Lloyd’s Register) Hull Planned Maintenance
Scheme Distance Learning Program.
It is intended to assist Ship’s Staff in the assessment of tank, hold

and space coatings of existing ships for the purpose of determining
compliance with the Rules and Regulations for the Classification of
Ships. However, it should be stressed that this guide does not itself
form part of the Rules and Regulations for the Classification of Ships
and is offered for guidance purposes only.
Notwithstanding the contents of this guide, users are reminded that,

in accordance with the Rules and Regulations for the Classification of
Ships, any damage, defect, breakdown or grounding, which could
invalidate the conditions for which a class has been assigned, is to be
reported to Lloyd’s Register without delay.
It will be understood that the task of assessing any tank coating

involves a high degree of subjectivity. This guide can only assist in
that assessment process by offering examples of typical coatings and
their assessments for use as a reference.
More detailed guidance on the assessment of protective coating

condition together with information on inspection processes and
techniques as well as examples of typical structural defects is
included in the Hull Planned Maintenance Scheme Training Course
Distance Learning Program CD ROM to which this guide is a
supplement.

Lloyd’s Register’s Hull Planned Maintenance Scheme is an
alternative route to classification compliance for ship’s hull structure
through alignment of classification requirements with an Operator’s
existing hull inspection and maintenance programmes.
The Hull Planned Maintenance Scheme is only applicable to the

following ship types:
• LNG Carriers
• LPG Carriers
• Container Ships
• RO-RO Cargo/Vehicle Carriers
• Passenger/RO-RO Cargo/Ferries
• Passenger Ships
• Specialist ship types (e.g. Cable Layers, etc. and selected Naval
Vessels not covered by the Rules and Regulations for the
Classification of Naval Ships)
• Floating Offshore Installations (e.g. FSOs, FPSOs and other
floating ship-type structures covered by the Rules and Regulations
for the Classification of a Floating Offshore Installation at a Fixed
Location)
The information contained within this guide may generally be

applied to all ship types, irrespective of their eligibility under the
Hull Planned Maintenance Scheme or to any reference to a specific
ship type.
For further details regarding the Hull Planned Maintenance Scheme,

or other maintenance management services provided by Lloyd’s
Register, please contact the Classification Group, London at the
address shown at the back of this guide.

2. How to Use This Guide
Current regulations require an overall assessment to be made of each
individual tank, hold or space and its coating condition assigned a
single rating of GOOD, FAIR or POOR.
In making any assessment the overall coating condition assigned may

need to take into account varying coating conditions in different parts
of the tank, hold or space in arriving at an overall single rating. Where
there are significant differences in the condition of the coating in
different parts of the tank, hold or space these areas should be assessed
separately.
It is recognised that there is a high degree of subjectivity in making an

assessment of coating condition based on visual estimations of
percentage areas of breakdown. This guide includes a number of basic
tools and representations to make this task simpler. An area
determination matrix and an assessment scale for breakdown are
provided. A number of representative elements of typical ship’s
structures are given to show corresponding percentages of breakdown.
Photographs showing various coating conditions are offered as
examples to highlight how assessment of elements of the structure are
brought together to reach an overall coating condition rating.
Coating deterioration and corrosion in general is often linked to

inherent or consequential structural defects and the presence of any
such defects should always be identified when making coating
assessments. An annex to this guide contains useful information on
identifying typical areas of ship’s structure liable to corrosion or other
common defects.

3. Marine Coatings
Coatings or paints are applied to ship’s structure to protect the steel
from potential corrosion from salt water and cargoes. It is strongly
recommended that protective coatings1 are well maintained while the
ship is in service. This will reduce corrosion rates, so maintaining the
strength of the ship’s structure both locally and overall.
At the time of new construction, it is a Classification requirement that

the following areas are to have an efficient protective coating - epoxy or
equivalent - applied in accordance with the manufacturer’s
recommendations.
• All salt water ballast spaces having boundaries formed by the hull
envelope (all ships)
• Underwater part of the hull in way of the waterline2
The ship operator can decide to include any other requirements for the
protective coating of other structural areas and spaces 3 in their new
build specification. However, it is a mandatory requirement that a
protective coating be applied to the cargo hold structure on bulk
carriers.
1 A Protective Coating is usually to be a hard coating. Other systems (e.g. soft coatings) may be
considered as alternatives provided they are applied and properly maintained in compliance
with the manufacturer’s specification.
2 Anti-fouling paints are used to coat the bottom of ships to prevent sea-life attaching itself to
the hull, thereby slowing down the ship and increasing fuel consumption. Generally the entire
submerged zone will be painted. The IMO Convention on the Control of Harmful Anti-fouling
Systems on Ships provides additional criteria on this matter.
3 Spaces are separate compartments such as holds and tanks.

The importance of maintaining the original protective coating cannot be
over emphasised. Failure to reinstate the original protective coating
following deterioration, damage or structural repairs will result in
accelerated corrosion of the unprotected structure. This is especially
important where structural repairs have been carried out involving the
addition or replacement of steel.
Further details on the requirements for protective coatings can be found

in:
• Lloyd’s Register: - Rules and Regulations for the Classification of Ships

• Lloyd’s Register: - List of Paints, Resins, Reinforcements and Associated
Material
• International Association of Classification Societies: - Unified
Requirements
• Royal Institute of Naval Architects: - Guidelines for the Selection,
Application and Maintenance of Corrosion Systems of Ships Ballast Tanks
• Tanker Structures Co-operative Forum: - Guidelines for Ballast Tanks
Coating Systems and Surface Preparation
• Tanker Structures Co-operative Forum: - Condition Evaluation &
Maintenance of Tanker Structures

4. Ballast Tank Coatings
Lloyd’s Register’s Rules and Regulations for the Classification of Ships, Part
3, Chapter 2 requires that all salt water ballast tank4 walls, which form a
boundary with the hull wall, must have an efficient anti-corrosion
coating - ‘epoxy or equivalent’, applied at the time of construction.
Generally, a convertible coating (i.e. hard 5 ) is preferred. However,
there are acceptable non-convertible types such as the vinyl tars. Ideally,
ballast tank coatings should be water repellent, exhibit low water
absorption, be as flexible and tough as possible, and light in colour to
allow the easier identification of defects during inspection.
A properly applied, modern, epoxy ballast tank coating system, of

inhibitive or zinc primer and top coats to 250 microns thickness, should
give a 10 year life. For additional corrosion control, ballast tank coatings
can be supported by sacrificial cathodic protection.
Lloyd’s Register produces a list of Recognised Corrosion Control

Coatings for tanks. To obtain Recognised status the coating must have
either:
(a) 2 years minimum satisfactory service experience,
(b) satisfactory performance during specific laboratory tests carried
out for not less than 1 year, or
4 A Ballast Tank is a tank which is used solely for salt-water ballast. A tank which is used for
both cargo and salt-water ballast will be treated as a salt-water ballast tank when substantial
corrosion has been found in that tank
5 Hard Coating - A coating which chemically converts during its curing process, normally used
for new construction, or non-convertible air drying coating which may be used for maintenance
purposes. Hard coating can be either organic or inorganic and defines most typical marine
coating such as those based on epoxy, coal tar epoxy, polyurethane, chlorinated rubber, vinyl,
zinc epoxy, zinc silicate.

(c) passed recognised qualification tests.
Similarly, a list of Provisionally Recognised Corrosion Control

Coatings is produced and includes those coatings that are undergoing
service experience qualification to obtain full recognition.
The List of Maintenance Coatings for salt water ballast tanks can be
located in Chapter 5 of the Lloyd’s Register List of Paints, Resins,
Reinforcements and Associated Materials. Laboratory test data is submitted
by the manufacturer to support the application for recognition to ‘make
a case’. Lloyd’s Register does not specify such tests. The maintenance
coatings can usually be applied on surfaces that have not been prepared
to the same quality as by abrasive blasting.
Some maintenance coatings are formulated around animal fats, lanolin

etc. These are the soft 6 , non-oxidizable type and, in according with
Lloyd’s Register’s Rules and Regulations for the Classification of Ships, and
IACS Regulations, are subject to examination at Annual Survey. Care is
often needed with soft maintenance coatings when used in conjunction
with cathodic protection due to saponification7. Care is also required
during inspections or surveys to avoid damage or removal of the soft
maintenance coating. Application of soft coatings in ballast tanks by
floatation8 is not permitted.
6 Soft Coating - A coating that remains soft so that it wears off at low mechanical impact or
when touched; often based on oils (vegetable or petroleum) or lanolin (sheep wool grease).
Application of soft coating generally does not allow relaxation of the extent of periodical hull
survey requirements of ballast tanks.
7 Saponification - To convert into soap by treating with an alkali.
8 i.e. Float Coats.

Other maintenance coatings are deemed semi-hard9 and do not require
annual survey. These coatings may be based on bitumen, in
combination with vinyl or vinyl tar, and other petroleum refining by-
products. There are also conversion coatings10 that react with pre-rusted
surfaces. The main difficulty with conversion coatings is the specifying
of the correct degree of rusting – and guaranteeing the satisfactory
removal of hard scale.
Maintenance Coatings are given the following classifications:
Class 1: A coating that has proven corrosion protection for 3 years

minimum.
Class 2: A coating that is undergoing a 3 year qualification period to
obtain Class 1 status.
It is important to remember that ballast tanks with coatings in POOR

condition, repaired using Class 2 Maintenance coatings, and all ‘soft’
coatings, will be subject to examination at Annual Survey by Lloyd’s
Register Surveyors.
9 Semi-hard Coating - A coating that dries or converts in such a way that it stays flexible
although hard enough to touch and walk upon. Application of semi-hard coating may, under
certain conditions, allow relaxation of the extent of periodical hull survey requirements of
ballast tanks.
10 i.e. Hard Coatings.

5. Ballast Tank Periodical Survey
Requirements
Lloyd’s Register’s Rules and Regulations for the Classification of Ships, Part
1, Chapter 2 requires that ballast tanks be surveyed periodically for
coating breakdown and corrosion. Coating condition is defined as
follows:
condition with only minor spot rusting affecting not more

than 20 per cent of areas under consideration, e.g. on a deck
GOOD transverse, side transverse, on the total area of platings and
stiffeners on the longitudinal structure between these
components, etc.
condition with local breakdown at edges of stiffeners and
FAIR weld connections and/or light rusting over 20 per cent or
more of areas under consideration.
condition with general breakdown of coating over 20 per
POOR cent or more of areas or hard scale at 10 per cent or more of
areas under consideration.
The following sections and examples provide guidance in assessing

tank condition. Further Details can also be found in the Tanker
Structure Co-operative Forum guide - Condition Evaluation &
Maintenance of Tanker Structures.
Coatings determined to be in POOR condition, and not repaired, will

affect the frequency of future survey inspections of that tank. Steel with
POOR coating condition will corrode at an accelerated rate compared
to those areas with a GOOD coating condition. This may result in

locally corroded structure or general corrosion depending on the extent
of coating breakdown.
Operators of ships with tanks assessed in FAIR condition are

recommended to repair the areas of coating breakdown to return the
tank to GOOD condition.
Annual Survey examination of tanks is required for:

• Tanks not provided with a protective coating at the time of
construction.
• Tanks previously with coatings in a POOR condition that have not
been repaired.
• Tanks having Class 2 or ‘Soft’ maintenance coatings.
• Tanks where a previous Survey has identified substantial corrosion11.
Intermediate Survey examination of tanks is as per the Annual Survey

requirements plus:
• General examination of tanks previously assessed GOOD or FAIR.
Discretionary thickness measurements.
• All tanks on ships greater than 10 years of age.
Special Survey examination of tanks is as per the Intermediate Survey

requirements plus:
• All ballast and peak tanks.
• Other tanks as per Lloyd’s Register’s Rules and Regulations for the
Classification of Ships, Part 1, Chapter 3.
11Substantial Corrosion is wastage of individual plates and stiffeners in excess of 75 per cent of
allowable margins, but within acceptable limits.

6. IACS Method for Assessment of
Coating Condition
A development of the single overall coating condition rating is being
considered by the International Association of Classification Societies
(IACS) to bring assessment in line with IMO Resolution A.744 (18) and
IACS Unified Requirement Z10.
This methodology divides the tank, hold or space into a number of

“areas under consideration”, the number being dependent on the type
of tank being assessed. By dividing the tank into smaller assessment
areas it is possible to recognise different coating breakdown and
corrosion patterns in corresponding areas of the tank. These areas are
sized to allow easy examination and evaluation whilst not being so
small as to be structurally insignificant.
This more detailed assessment of coating condition differs from the

single overall coating condition rating by not averaging the assessment
of the individual areas under consideration. In this method the area
under consideration with the poorest coating condition will determine
any requirement to carry out further inspections at subsequent Annual
Surveys.
Areas for consideration are detailed as follows:

1 Wing Ballast Tanks (30 areas)
2 Double Bottom Ballast tanks (3 areas)
3 Double Hull Side Tanks (3 areas)
4 Fore Peak Ballast tanks (3 areas)
5 After Peak Tanks (2 areas)

The same principles can be applied to other tanks holds and spaces, e.g.
assessment for a centre cargo oil tank or a deep tank will follow the
method for a wing ballast tank.
The following diagrams show a schematic way to depict and record the
coating condition found for each area under consideration. In Figure 1.1
the tank area grid for a wing ballast tank has been partially completed
indication areas of G (GOOD) or F (FAIR) rating.
Annex D of this guide contains further copies of these schematic

diagrams that can be used to record the condition of coatings during
actual inspections using a soft pencil or water washable ink pen.

Fig. 1.1 WING BALLAST TANK
G
F
F
F
G
G
G G G
G G F
G G G

Fig. 1.2 DOUBLE BOTTOM BALLAST TANK
KEY: Aft area Middle area Forward area

Fig. 1.3 DOUBLE HULL SIDE TANK
KEY: Upper area Middle area Lower area

Fig. 1.4 FORE PEAK TANK
KEY: Upper area Middle area Lower area

Fig. 1.5 AFT PEAK TANK
KEY: Upper area Lower area

7. Basic Assessment Tools
The following pages contain basic graphical tools to assist with coating
condition assessment. These tools should be used as appropriate to
assist in determining percentage of total area subject to coating
breakdown.
Figure 2.1 Area Determination

Figure 2.2 Assessment Scale for Breakdown
Figure 2.3 1% Breakdown shown for typical ship structures
Figure 2.9 Determination of Coating Conditions
Figure 2.10 Comparison of Common Rust Scales

Fig. 2.1 AREA DETERMINATION

Fig. 2.2 ASSESSMENT SCALE FOR BREAKDOWN

Fig.2.3
1.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig. 2.4
2.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig 2.5
5.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig. 2.6
10.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig. 2.7
15.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig. 2.8
20.0 % BREAKDOWN
SHOWN FOR
TYPICAL SHIP
STRUCTURES

Fig. 2.9 DEFINITION OF COATING CONDITIONS
Rating/Condition GOOD FAIR POOR

Spot Rust Minor
>20 %
Light Rust Minor
Edges
<20 % >20 %
Weld
Hard Scale Minor <10 % >10 %
General Breakdown Minor <20 % >20 %
Note: The lowest rating within any category

shall govern the final rating
Fig. 2.10 COMPARISON OF COMMON RUST SCALES
ISO European ASTM D 610 Rusted Area

Ri 0 Re 0 10 0%
Ri 1 Re 1 9 0.05 %
R1 2 Re 2 7 0.5 %
Ri 3 Re 3 6 1%
Ri 4 Re 5 4 8%
Ri 5 Re 7 1 to 2 40 to 50 %

8. Coating Condition Examples
The following pages show examples of tank coatings in various
conditions. An assessment of the coating condition is provided in two
parts. An overall rating of the coating condition is given as GOOD,
FAIR or POOR whilst a % Breakdown is provided for each category of
structure to highlight areas of particular interest or concern.
These examples are taken from the Tanker Structures Co-operative

Forum’s guide - Condition Evaluation & Maintenance of Tanker Structures -
published by Witherby’s and reproduced here with kind permission.
The examples mostly show assessment of tank coatings on typical
tanker structures, however, it will be understood that the principles of
assessing tank coating condition does not differ between ship types and
may be equally applied to bulk carriers, container ships, general cargo
ships, etc.

Category % Overall Rating EXAMPLE 1
Detail Breakdown
Coating Condition GOOD
Spot Rust
Light Rust
Edges
Weld
Hard Scale Ship Type: Oil Tanker

Structure: Centre Cargo Oil Tank
Age: @ New Construction
Note:
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Side Cargo Oil Tank
Age: @ SSI
Note:
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld
Hard Scale Ship Type: Bulk carrier

Structure: Cargo Hold Side Shell
Age:
Note: Approx. 1% breakdown
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld
Hard Scale Ship Type:

Structure: Side Water Ballast Tk
Age: @ SSII
Note: Some edge and horizontal
surface paint breakdown
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
Note: Tank has been repaired
previously, breakdown at
General
underside of corrugation –
Breakdown
thinner film thickness

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
Note: GOOD close to FAIR
Renewed anodes visible
General
Breakdown

Detail Breakdown
Coating Condition FAIR
Spot Rust
Light Rust
Edges
Weld

Structure: Underdeck
Age:
Note: Some hard scale at
undersides of longitudinal
General
edges
Breakdown
Less than 10% breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Side Water Ballast Tk
Age:
Note: Start of general ballast tank
breakdown
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Cargo Oil Tank
Age:
Note: Start of breakdown at
underdeck area
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld
Hard Scale Ship Type: Chemical Tanker

Structure: Aft Chemical Cargo Tk
Age:
Note: Some local breakdown
greater than 20%. Repair
General
would be recommended
Breakdown
White areas are zinc metal
primer

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Cargo Tk Longl Bhd
Age:
Note: Spot rusting and
horizontal weld stripe coat
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Aft Peak Tank
Age:
Note: FAIR close to POOR
Coating colour change
General
during drying – lighter
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
Note: Repair recommended as
close to general breakdown
General
Breakdown

Detail Breakdown
Coating Condition POOR
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
Note: Locally POOR with
peeling and scale
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age: SSIII or SSIV
Note: General breakdown
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure: Underdeck
Age:
Note: General breakdown of
deck underside and
General
longitudinals
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure Side Water Ballast Tk
Age:
Note: Excessive diminution of
structure
General
Plate marked up for repair
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
structure and scale
General
Breakdown

Detail Breakdown
Spot Rust
Light Rust
Edges
Weld

Structure:
Age:
structure, cracking and
General
buckling of longitudinal
Breakdown
structure

Annex A
Inspection of Ballast Tanks
Many defects are considered to be common and can be found on
whichever ship type is being examined. Ballast tanks on all ship types
will experience typical problems.
These being:
• Fractures and deformations
• Corrosion
• Fatigue fractures

Deformations
Deformation of structure is caused by in-plane load, out-of -plane load
or combined loads. Often, deformation is described as being either local
or global deformation. Local deformation will normally be limited to
one panel including stiffeners, while global deformation will affect a
larger structural area including plating, beam, frame, girder, floor, etc.
If a large deformation is caused due to small increase of the load, the

process is called buckling. Impact loads or contact, and inadvertent
overloading, often cause deformations. Damage due to bottom
slamming and wave impact forces are, in general, found in the forward
part of the hull (see figure A.1), although stern seas (pooping) have
resulted in damage in way of the after part of the hull. In the case of
damage due to contact with other objects, you should pay special
attention to the fact that although damage to the shell plating may look
small from the outboard side, in many cases the internal members are
heavily damaged (see figure A.2).
Permanent buckling may arise as a result of overloading, overall

reduction in thickness due to corrosion, or contact damage. Elastic
buckling will not be directly obvious but may be detected by coating
damage, stress lines or shedding of scale. Buckling damage is often
found in webs of web frames (see figure A.3) or floors. In many cases
this is due to corrosion of webs and/or floors, too wide a spacing of
stiffeners, or wrongly positioned lightening holes, manholes or slots in
webs and/or floors. It should be noted that inadvertent overloading
might cause significant damage. In general, however, major causes of
damage are associated with excessive diminution of the steel thickness
and contact damage (see figure A.4).

Fig. A.1 Damage to forward bottom plating
Fig. A.2 Major damage to fore end

Fig. A.2a Internal view of a fore end damage
Fig. A.3 Buckle in side shell web frame

Fig. A.4 Very severe consequence of improper loading
Material wastage
In addition to being familiar with typical structural defects likely to be
encountered during an inspection, you need to be aware of the various
forms and possible location of material wastage, or corrosion, that may
occur to the decks, cargo spaces, ballast tanks and other structural
areas.
General corrosion appears as a non-protective, friable rust which can

occur uniformly on hold or tank internal surfaces that are uncoated.
The rust scale continually breaks off, exposing fresh metal to corrosive
attack (see figure A.5). Thickness diminution cannot usually be judged
visually until excessive diminution has occurred. In coated tanks and
holds corrosion takes place as the coatings start to breakdown. Figure
A.6 shows a typical example of knifing where the coating has broken

down on the edge of a flange. Failure to remove mill scale (see figure
A.7) during construction of the ship can accelerate corrosion
experienced in service. Severe general corrosion in all types of ships,
usually characterised by heavy scale accumulation, can lead to
extensive steel renewals (see figure A.8).
Grooving corrosion is often found in or beside welds, especially in the

heat-affected zone. A galvanic current, generated from the difference of
the metallographic structure between the heat-affected zone and base
metal, causes the corrosion (see figure A.9). Coating of the welds is
generally less effective compared to other areas, due to rough surfaces
which exacerbates the corrosion. The grooving corrosion may lead to
stress concentrations and further accelerate the corrosion. Grooving
corrosion may be found in the base material where coating has been
scratched or the metal itself has been mechanically damaged.
Pitting corrosion is often found in the bottom plating of ballast tanks. If

a place is liable to have corrosion due to local breakdown of coating,
pitting corrosion starts. Once started, it is exacerbated by galvanic
current between the pit and other metal (see figure A.10).
Erosion which is caused by the effect of liquid, and abrasion caused by

mechanical effect, may also be responsible for material wastage (see
figure A.11).

Fig. A.5 General corrosion
Fig. A.6 Knifing on edge of a flange

Fig. A.7 Failure to remove mill scale at new construction can lead
to sever corrosion problems
Fig. A.8 Heavy scale

Fig. A.9 Grooving corrosion occurs in parent material that has had
it’s metallographic structure altered by the welding process.
Fig. A.9a Grooving in a fillet weld

5%
Scattered
10 %
Scattered
15 %
Scattered
20 %
Scattered
25 %
Scattered
Fig. A.10 Assessment tool for pitting

Fig. A.10a Pits in plating can rapidly grow and deepen
Fig. A.11 Erosion in the vicinity of a ballast suction bell-mouth

Annex B
Hot Spots for Corrosion and
Other Common Defects
The following pages contain sketches indicating typical ship structures
susceptible to corrosion and other common defects.
In addition to hot spots, also look for evidence of general coating

breakdown in:
• Heeling and Flume tanks,
• Areas of high vibration, especially on twin screw ships,
• Panting region, especially on higher speed ships with fine hull forms.
Particular locations susceptible to severe corrosion, depending on ship

type, are:
• Hot/cold interfaces where accelerated corrosion takes place such as
common boundaries between topside or hopper tanks and bunker
tanks, double bottom ballast tanks adjacent to fuel tanks and ballast
tanks adjacent to heated cargo tanks in chemical/products tankers.
• Breakdown in way of manual welds, especially at unit erection joints.
• Breakdown of coatings in way of sounding pipe striking plates.
• Ballast trunks connecting topside and hopper tanks, especially in the
forward holds where the shell plating is liable to panting and vertical
grooving occurs.
• Engine Room structure, especially frames adjacent to salt water
ballast pumps, sea chests, bilge wells and areas of high humidity.

Fig. B.1 DECK PLATING
Plating at hatch side and hatch corner

Fig. B.2 TOPSIDE TANK
Transverse primary web plating

Fig. B.3 TOPSIDE TANK
Intermediate bracket supporting side frames and hatch side bracket

Fig. B.4 DECK AND SIDE LONGITUDINALS
Longitudinal web plating and connection to transverse

Fig. B.5 SIDE FRAMES
Side frame end bracket connection to hopper tank

Fig. B.6 HOPPER TANK
Transverse web, longitudinal connection and hopper knuckle

Fig. B.7 DOUBLE BOTTOM
Double bottom floor and longitudinal connection

Fig. B.8 DOUBLE BOTTOM
Longitudinal girder and double bottom longitudinal

Fig. B.9 TRANSVERSE BULKHEAD
Vertically corrugated bulkhead

Connection of vertically corrugated bulkhead to lower stool

Lower stool

Fig. B.12 AFT BULKHEAD
Intersection of topside tank sloping plating with engine room
bulkhead

Annex C
Nomenclature
The following pages contain sketches indicating common nomenclature
and terminology applied to typical structure of major ship types.
A full glossary of useful terms relating to ship’s structures, coatings,

corrosion, defects, inspections and surveys can be found in the Hull
Planned Maintenance Scheme Training Course Distance Learning
Program CD ROM to which this guide is a supplement.
See also IACS Recommendation 82 – Surveyor’s Glossary, Hull Terms

& Hull Survey Terms.

Fig. C.1 DOUBLE HULL OIL TANKERS:
Typical midship section nomenclature.
1 2
13 14 3
12 15
16
4
11
17
10
8 7 6
9

KEY:
1. Deck transverse in centre cargo tank
2. Deck transverse in wing cargo tank
3. Transverse web frame in side ballast tank
4. Horizontal stringers in side ballast tank
5. Transverse web frame in hopper tank
6. Double bottom outboard girder
7. Double bottom floor
8. Double bottom centreline girder
9. Keel plate
10. Transverse web frame end bracket toe
11. Transverse web frame end brackets in centre cargo tank
12. Cross ties
13. Transverse wed frame radius face plate
14. Deck transverse end brackets in wing cargo tank
15. Deck transverse end bracket toe
16. Longitudinal bulkhead transverse web frame in centre cargo tank
17. Longitudinal bulkhead transverse web frame end brackets in wing
cargo tank

1 2
3
17 4
18
16 5
6
19 7
15
20
14
8
9
12 11
13 10

KEY:
1. Strength deck plating
2. Strength deck longitudinals
3. Deck stringer plate
4. Sheer strake
5. Side shell plating
6. Side shell longitudinals
7. Wing ballast tank
8. Bilge plating
9. Bilge keel
10. Double bottom outboard girder
11. Double bottom tank
12. Bottom shell longitudinals
13. Bottom shell plating
14. Inner bottom plating (tank top)
15. Inner bottom longitudinals
16. Longitudinal bulkhead longitudinals
17. Longitudinal bulkhead plating
18. Inner hull longitudinal bulkhead plating
19. Inner hull longitudinal bulkhead longitudinals
20. Hopper tank sloping plating

Typical transverse bulkhead nomenclature.
1 2 3 4
10 9

KEY:
2. Transverse bulkhead plating in centre cargo tank
3. Transverse bulkhead plating in wing cargo tank
4. Transverse bulkhead horizontal stringers
5. Watertight transverse bulkhead plating in wing ballast tank
8. Longitudinal bulkhead plating
9. Watertight double bottom floor in way of transverse bulkhead

12 2
3
11 4
10
9 6

KEY:
3. Transverse bulkhead plating
4. Transverse bulkhead vertical stiffeners
7. Inner bottom longitudinal end brackets
9. Transverse bulkhead vertical stiffener end brackets
11. Transverse bulkhead horizontal stringer tripping brackets
12. Transverse bulkhead vertical stiffener end brackets

Fig. C.5 SINGLE SKIN BULK CARRIERS:
Typical cargo hold structural configuration
2
1
8
7
6 3
5
4

Fig. C.5 SINGLE SKIN BULK CARRIERS:
Typical cargo hold structural configuration
KEY:
1. Topside tank
2. Transverse bulkhead upper stool
3. Transverse bulkhead lower stool
4. Longitudinal/flat bar end connection
5. Double bottom tank
6. Hopper tank
7. Side shell frames
8. Side shell frame end brackets
9. Corrugated transverse bulkhead

Fig. C.6 BULK CARRIERS:
Nomenclature for typical transverse section in way of cargo hold.
22 1 2 3
21
4
20 19
18 5
17
4
14 16 6
13 15
12 11 9 8 7
10

Nomenclature for typical transverse section in way of cargo hold.
KEY:
3. Transverse web frame in topside tank
6. Transverse web frame in hopper tank
7. Bilge plating
11. Keel plate
12. Duct keel
13. Double bottom girders
16. Hopper tank sloping plating longitudinal
17. Hopper tank sloping plating
18. Side shell frames
19. Topside tank sloping plating longitudinal
20. Topside tank sloping plating
21. Topside tank longitudinal plating (hatch side girder)
22. Hatch side coaming

Nomenclature for typical transverse bulkhead
1
2
9
3
8 4
5
6

Nomenclature for typical transverse bulkhead
KEY:
1. Hatch end coaming
2. Hatch end beam
3. Transverse bulkhead upper shelf plate
4. Corrugated transverse bulkhead plating
5. Shedder plate
6. Transverse bulkhead lower shelf plate
8. Cross-deck cantilever support bracket
9. Cross-deck beam

Fig. C.8 CONTAINER SHIPS:
Nomenclature for typical transverse section in way of cargo hold
3
1 2 4
5
6
7
8
26
9
10
11
12
13
25 14
24 22 17 15
23 21 19 18 16
20

Nomenclature for typical transverse section in way of cargo hold
KEY:
1. Inboard continuous hatch side coaming and girder (if fitted)
2. Continuous hatch side coaming
3. Hatch coaming transverse brackets (stay brackets)
6. Sheer strake
10. Horizontal stringers in side ballast tank
12. Transverse web frame horizontal stiffener in side ballast tank
13. Transverse web frame horizontal stiffener end brackets
14. Bilge longitudinals
15. Bilge keel
16. Bilge plating
18. Double bottom floor vertical stiffeners
23. Keel plate
24. Double bottom centreline girder
26. Transverse bulkhead vertical webs

Nomenclature for typical sections through forward cargo regions.
3
4
3
5 3

Nomenclature for typical sections through forward cargo regions.
KEY:
1. Cross-deck strip
2. Passageway
5. Transverse bulkhead plating

Nomenclature for typical structural members in cargo region
2 3 4 5
1
10 14
11
12
13
6
7
9 8

Nomenclature for typical structural members in cargo region
KEY:
1. Hatch corner deck insert plate
3. Hatch end coaming
4. Continuous hatch side coaming
5. Cross-deck strip
10. Inboard continuous hatch side coaming and girder (if fitted)
11. Hatch end beam
14. 40 foot containers (FEU)

Nomenclature for typical watertight and non-watertight transverse
bulkheads.
5 2
4 A

Nomenclature for typical watertight and non-watertight transverse
bulkheads.
KEY:
A Non-watertight transverse bulkhead (mid-hold support)

B Watertight transverse bulkhead


Annex D
Coating Condition Assessment
Report
The following pages contain copies of a Coating Condition Assessment
Report based on the proposed IACS assessment methodology.
Complete these report forms using a soft pencil or water based ink pen.
This guide is printed on waterproof plasticized paper and therefore
your entries can be easily removed using an eraser or damp cloth
without damaging the paper.

NOTES:

NOTES:


Tank Coatings Condition Guide - (2004)

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Tank Coatings Condition Guide - (2004)

Hochgeladen von

Copyright:

Verfügbare Formate

First published by Lloyd’s Register, 2004

© Lloyd’s Register, 2004

© Lloyd’s Register, 2004 2

© Lloyd’s Register, 2004 3

It is intended to assist Ship’s Staff in the assessment of tank, hold

Notwithstanding the contents of this guide, users are reminded that,

It will be understood that the task of assessing any tank coating

More detailed guidance on the assessment of protective coating

© Lloyd’s Register, 2004 4

The Hull Planned Maintenance Scheme is only applicable to the

The information contained within this guide may generally be

For further details regarding the Hull Planned Maintenance Scheme,

© Lloyd’s Register, 2004 5

In making any assessment the overall coating condition assigned may

It is recognised that there is a high degree of subjectivity in making an

Coating deterioration and corrosion in general is often linked to

© Lloyd’s Register, 2004 6

At the time of new construction, it is a Classification requirement that

© Lloyd’s Register, 2004 7

Further details on the requirements for protective coatings can be found

• Lloyd’s Register: - Rules and Regulations for the Classification of Ships

© Lloyd’s Register, 2004 8

A properly applied, modern, epoxy ballast tank coating system, of

Lloyd’s Register produces a list of Recognised Corrosion Control

© Lloyd’s Register, 2004 9

Similarly, a list of Provisionally Recognised Corrosion Control

Some maintenance coatings are formulated around animal fats, lanolin

© Lloyd’s Register, 2004 10

Maintenance Coatings are given the following classifications:

Class 1: A coating that has proven corrosion protection for 3 years

It is important to remember that ballast tanks with coatings in POOR

© Lloyd’s Register, 2004 11

condition with only minor spot rusting affecting not more

The following sections and examples provide guidance in assessing

Coatings determined to be in POOR condition, and not repaired, will

© Lloyd’s Register, 2004 12

Operators of ships with tanks assessed in FAIR condition are

Annual Survey examination of tanks is required for:

Intermediate Survey examination of tanks is as per the Annual Survey

Special Survey examination of tanks is as per the Intermediate Survey

© Lloyd’s Register, 2004 13

This methodology divides the tank, hold or space into a number of

This more detailed assessment of coating condition differs from the

Areas for consideration are detailed as follows:

© Lloyd’s Register, 2004 14

Annex D of this guide contains further copies of these schematic

© Lloyd’s Register, 2004 15

© Lloyd’s Register, 2004 16

KEY: Aft area Middle area Forward area

© Lloyd’s Register, 2004 17

KEY: Upper area Middle area Lower area

© Lloyd’s Register, 2004 18

KEY: Upper area Middle area Lower area

© Lloyd’s Register, 2004 19

KEY: Upper area Lower area

© Lloyd’s Register, 2004 20

Figure 2.1 Area Determination

© Lloyd’s Register, 2004 21

© Lloyd’s Register, 2004 22

© Lloyd’s Register, 2004 23

© Lloyd’s Register, 2004 24

© Lloyd’s Register, 2004 25

© Lloyd’s Register, 2004 26