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How Universal Primers in newbuilding

situations can improve shipyards efficiency


while optimising vessel protection
1. Introduction
The use of "Universal Primers" has received increasingly high attention in the Marine
coatings market the last few years, particularly for newbuilding projects, and the use
of universal primers in specifications are spreading out. An increasing number of
shipyards are requesting paint manufacturers to provide specifications based on
universal primers, and now also shipowners are enquiring about the use of these for
newbuildings. The result being, that all major paint manufacturers are offering their
own universal primer.
Although various types of primers with some universal nature have been in use for
some time, the background and real breakthrough for universal primers came when
the Korean shipbuilding industry in 2000-2001 requested paint manufacturers to
develop universal primers as a common denominator for increasing their efficiency.
Implementation of various rules, standards and legislations (such as ban of TBT in
antifouling paints) has in general caused an increase in paint costs. Korean shipyards
identified the development of universal primers as the best solution to offset these
increased costs, as the simplification of the painting process will lead to tremendous
efficiency gains in the total shipbuilding process.
This common approach from Korea has eventually led to a full introduction and
acceptance for the use of universal primers in the newbuilding process, not only in
Korea and Asia, but also more and more within the European shipbuilding industry.
The efficiency advantages for the yards have no geographical borders, but one central
question remains open; is the introduction of universal primers only a benefit for the
shipbuilding industry, or will it also offer benefits for ship owners?

2. Difference of newbuilding and maintenance situation
Traditionally the Marine industry has focused much on protecting the different areas
of the vessel with coating systems tailored for each particular area. Whilst it is true
that some special products must be used for special areas, the anti-corrosive primers
more often offer beneficial and good solutions for most parts of a vessel. J otun
consider it to be more important to differentiate the protective coating systems
dependent on the time of application, where it is natural to differentiate between
newbuilding situations versus maintenance situations.
In newbuilding situations the following are often the standard:
- New steel grit blasted to Sa 2 for most parts of the vessel
- Build for 18-25 years in operation
- Production process requires fast speed/throughput of blocks, and the
painting process is often considered to be the bottleneck
Maintenance situations can often be recognised by the following:
- Previously coated steel structures
- Lower surface preparation standards; water jetting, hand tooling or blast
cleaning to Sa 2 for dry-dock situations
- Lifetime requirement may vary, shorter than in newbuilding situations
- Application conditions may vary, less ideal than in newbuilding situations
- Reduced time needed for surface preparation is more important than to
reduce time for application
November 2004 Page 1
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
The above implies that anti-corrosive primers may need different properties
dependent on whether it is being used for newbuilding or maintenance situations. For
newbuilding fast re-coating time, anti-corrosive performance and universal
compliancy to various substrates and coating systems are important properties, whilst
surface tolerance is of less importance in most cases. Primers with pure epoxy as the
binder system will be able to offer advantages for these situations.
In maintenance situations, it is however more important to choose anti-corrosive
coatings with good wetting properties and with the ability to penetrate into the
substrate. Epoxy mastics are offering superior advantages for these situations as the
content of hydrocarbon resin enhances the moisture resistance, flexibility and the
wetting properties.
The above implies that, unless there is a major refurbishment, pure epoxy universal
primers are suited to newbuilding situations, whilst the anti-corrosive primers in a
maintenance program should consist of epoxy mastics designed for good adhesion at
lower surface preparation standards.

3. What are " Universal Primers" ?
There are a few products on the market that the manufacturers claim to be "Universal
Primers". What is really meant by a "Universal Primer"? It does not exist any exact
definition of a universal primer, or any requirements to which properties a universal
primer should have. But surely, the different universal primers on the market also
offer different features. One way of comparing the different products when it comes
to the universal nature, is to evaluate them according to the "Universal Foundation
Block".
To truly be categorised as a "Universal Primer", the product should live up to the
following six elements:
ALL ROUND: Suitable to be applied as
the anti-corrosive primer all round the
vessel, for areas such as underwater
hull, water ballast tanks, cargo holds,
topsides, decks, superstructures,
internal areas, etc.
Fig 1: The Universal Foundation Block
ALL YEAR: Same product to be applied
in both cold and warm climate
WIDE RANGE OF SUBSTRATES:
Ability to be applied on a number of
different substrates, such as bare steel,
shopprimers, galvanised steel, stainless
steel and aluminium
FLEXIBILITY ON RECOATING INTERVALS: Allow for both short
minimum re-coating intervals as well as long maximum re-coating intervals
ANY TOPCOAT: Allow for any generic type of topcoat to be applied directly
to the universal primer
FOUNDATION FOR ALL MAINTENANCE: Offer compatibility to all
generic types of coatings used in subsequent maintenance situations
November 2004 Page 2
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
4. Coating requirements from shipowners and shipyards
Coating systems for vessels have many functional uses and requirements. They can be
categorised into 3 major areas; cosmetic appearance, anti-fouling for minimised fuel
consumption, and anti-corrosion for vessel protection. The universal primers fall into
the latter category, where the needs and requirements can be split into 4 areas;
protection, efficiency, health/safety/environment (HSE) and compliancy to
legislations.
Both the requirements to HSE and compliancy to legislations are important for
universal primers, but will not be discussed any further in this context. The two
remaining requirements for the anti-corrosive primers are however the main focus
points, also as it is a main question whether they might pull in the same direction:
Shipowners will for newbuilding situations seek coating systems that provide
the necessary protection capabilities for the vessel's lifetime. Optimum
protection is needed to maximise the return on the investment in a new vessel.
Type of vessel, type of cargo, trading pattern and designed lifetime will all
influence on the choice of the paint system.
Shipyards on the other hand are searching to utilise the investments of the
shipyard capacity to gain highest returns possible. To do this, they need to
seek coating systems that maximise their production efficiency, where speed
and simplicity always will be contributing factors.
How can universal primers then contribute both to shipowners' request for optimised
protection and at the same time contribute to shipyards' request to maximise their
efficiency?

5. Improvement of shipyard efficiency
5.1 Paint material cost & paint process cost
As shipyards originally identified the need for universal primers, the shipyards'
benefits are quite obvious. To understand this it is important to understand the
underlying factors of a shipyard's cost structure;
Total paint cost = paint material cost + paint process cost (labour cost for
surface preparation, paint application, mixing, thinning, waste, etc)
The split between the material and process costs vary as the cost of labour varies
depending on geographical location of the shipyard. Either way, it is quite clear that
the paint process costs outweigh the material costs. We have been given calculations
from one leading shipbuilding group who has estimated the split to be 20% on
material costs and 80% on process costs, and another leading shipyard who has
estimated this ratio to be 30% on material costs and 70% on process costs
i
.
In order to improve the cost situation related to painting, the shipyard therefore needs
to focus on the process costs rather than the material costs. Use of universal primers
will for the majority of shipyards be a key element to reduce the paint process costs.

November 2004 Page 3
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
5.2 Improved efficiency through reduced complexity and increased
productivity
Speed and simplicity will always be contributing factors for shipyards to maximise
their efficiency. This concern all aspects of the newbuilding, painting included.
Imagine the efficiency gains shipyards would achieve if they were only to apply one
primer for the whole vessel, with one anti-fouling for the underwater hull, and one
topcoat for areas that need cosmetic appearance. It would be a dream for shipyards,
but not realistic yet. However, with the introduction of universal primer, this scenario
is closer.
Conventional systems with different primers for different areas, usually end up in 10-
15 various primers for one newbuilding. The use of universal primer can reduce this
to 2 or 3 different primers (some special primers still required for potable water tanks
etc.), and with that reduce complexity and increase productivity. Using the same
primer all over, helps the yard to simplify and standardise their paint application
procedures. The speed of the throughput of the newbuilding or the block sections will
increase, as well as the applicators' familiarity with the primer. All of this leading to
overall improvement of the efficiency, and also reduction of the paint process costs.
Examples of savings potential for specific areas for a shipyard using universal primer
all over the vessel:
SAVING AREA POTENTIAL SAVING
ii
REASON
WASTE Up to 20% reduction Less cleaning, more even dft's, bulk supply, reduced leftovers
THINNER Up to 10% reduction Less cleaning
DOWNTIME Up to 20% reduction Less changeover, reduced waiting time for re-coating
DRYING TIME Up to 50% reduction Faster re-coating = faster shipyard output
RAW MATERIAL STOCK Up to 50% reduction Fewer products implies reduced need for warehouse space

5.3 Illustrative example
System A:
Conventional system for a newbuilding project includes 10-15 different primers for
different areas of the vessel. Total paint material cost for the project is USD 1 million,
and the paint material cost is approximately 25% of the total paint cost.
System B:
A fast drying universal primer replaces the remaining primers in the previous
example. Total paint material cost increase by 10%, USD 100,000 as some of the
primers used above has a lower cost per sq m. However, the universal primer reduces
complexity and increases efficiency considerably, so the total paint material and paint
process cost is reduced from 75% to 70%.
November 2004 Page 4
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
Pai nt
materi al
Paint process costs
Paint process costs
Paint
material
$1 mill =25% $3 mill =75%
$1,1 mill =30% $2,57 mill =70%
Total cost = $ 4 mil l
Total cost = $ 3,67 mill
A.
B.
Pai nt
materi al
Paint process costs
Paint process costs
Paint
material
$1 mill =25% $3 mill =75%
$1,1 mill =30% $2,57 mill =70%
Total cost = $ 4 mil l
Total cost = $ 3,67 mill
A.
B.

The change from system A to system B implies an overall reduction of the total paint
cost from USD 4 millions to USD 3,67 millions, even if the paint material cost
increased by 10%.
It needs to be underlined that there is no academic approach that gives clear
indications on the cost effect on newbuilding projects using universal primer system
rather than conventional systems. This will vary with the type of project, shipyard
logistics, cost of labour etc, and can only be evaluated project by project, or yard by
yard. There is however no doubt that universal primer will be a contributor to
reduction of the complexity and the paint process costs if used throughout the vessel;
the question is by how much.

6. Optimising vessel protection
How can shipowners rest assure that they will achieve the optimum protection of their
vessel if they decide to choose a coating system based on universal primer all round
the vessel?
First of all, shipowners should acknowledge the approach of differentiation of coating
systems in newbuilding and maintenance situations as discussed earlier. There are
different conditions for the coating systems to be applied, and universal primers
surely have their advantage in newbuilding situations, while mastics have their
advantage in maintenance situations.
6.1 Optimised product quality
There are 3 main arguments for why the product quality of the universal primer in
itself should be equal or better than other conventional primer systems:
1. They are to be used all round the vessel. This implies that the product is
designed to withstand the strongest corrosion attacks possible in water ballast
tanks. In addition it has been developed to last for the vessel's lifetime when
combined with proper maintenance work. This gives the product the best
performance possible when it comes to corrosion protection and a general
quality upgrade for areas where the best epoxies are normally not used.
2. Paint manufacturers' R&D-resources are limited. To utilise a better part of
these resources on development of a universal primer, will ensure that the best
quality is built into this product, rather than splitting up the development work
on numerous smaller product development projects. It is simply better
utilisation of available resources to make the best possible anti-corrosive paint,
focusing on optimising areas such as resistance to abrasion, impact, cracking
and cathodic disbondment, as well as improving flexibility, adhesion and
application properties.
November 2004 Page 5
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
3. The product is developed and specially designed for newbuilding situations
and thus meeting the specific requirements to the coating performance under
such conditions.
6.2 Optimised total protection
The three arguments all underline that the product qualities in itself for universal
primers give the best corrosion protection properties achievable by epoxy coatings.
However, good product quality can be ruined by unsuitable standards of surface
preparation, uneven application or total system solutions that do not deliver the
optimum protection.
When selecting the anti-corrosive
primer at newbuilding stage it is
important to acknowledge that the
quality of the primer itself only stands
for a certain amount of the end result
of the total protection. It is equally
important to select a primer that also
optimises each element described in
figure 2.


20%
20%
20%
20%
20%
Product Quality
Anti-corrosion
Abrasion & impact resistance
Flexible & crack resistant
Surface compatibility
Different substrates
Different shopprimers
Application quali ty
Easy to apply
Application control
Flexibility on recoating intervals
System compatibility
Shopprimers
Antifouling
Topcoats
Compatibility to maintenance programs
Compliancy to maintenance products
1
0
0
%

P
R
O
T
E
C
T
I
O
N
20%
20%
20%
20%
20%
Product Quality
Anti-corrosion
Abrasion & impact resistance
Flexible & crack resistant
Surface compatibility
Different substrates
Different shopprimers
Application quali ty
Easy to apply
Application control
Flexibility on recoating intervals
System compatibility
Shopprimers
Antifouling
Topcoats
Compatibility to maintenance programs
Compliancy to maintenance products
1
0
0
%

P
R
O
T
E
C
T
I
O
N

Fig 2: Elements to optimise to achieve best
protection over a vessel's lifetime.
Only when this is done, a shipowner
can rest assured that the best choice
for corrosion protection is made and
the protection of the vessel is
optimised.
(The percentages given in the figure
are not weighted by importance, but
only by optimising each element, a
100% protection of the vessel can be
achieved over its lifetime).
Again, universal primers in general offer benefits to shipowners in this context. A
truly universal primer will optimise the product quality as discussed above.
The surface compatibility, the ability to be applied on any kind of substrate and any
shopprimer, reduces the risk for making errors at the newbuilding stage. The same
principle applies also with their system compatibility and compatibility to maintenance
programs. In all, universal primers represent a safe choice that minimise the risk of
making errors during application and also during maintenance situations. You know
you select a compatible primer, and you know what you have applied when the vessel
is due for maintenance.
Special attention should be given to the possibilities to optimise the application
quality by the use of universal primers. Development focus is given to make the
product easy to apply, sagging resistant and to have a uniformity that increases the
application quality when it comes to achieving even and correct dft's. Use of universal
primer also introduce less chances for wrong mixing and use, easier application
control and overall more reliable end-results that will benefit the shipowner for the
lifetime of the vessel.


November 2004 Page 6
How Universal Primers in newbuilding
situations can improve shipyards efficiency
while optimising vessel protection
7. Concluding remarks
The use of universal primers is spreading out in newbuilding situations, and the use
will continue to increase in the years to come. Universal primers are here to stay, until
eventually a major process change at newbuilding yards might change the coating
requirements. If the product performance of the selected universal primer is of highest
quality, it will provide a win-win situation for both shipyards and shipowners;

Shipyards can reduce total paint costs and improve the yard efficiency
Shipowners will optimise the vessel protection through general quality
upgrade of the coating system and more secure and optimised vessel
protection
Paint manufacturers will be enabled to focus more resources on developing improved
coatings by reduction of the total number of development tasks. And, as ever before,
the one who makes the coating best suited the needs of the yards and owners, will be
the one being able to reap the benefits as a consequence of offering the best universal
primer.


i
Data provided to J otun directly from shipyards
ii
Savings in percentage will vary depending on type of project and change in procedures





Henning Langs
Product Manager
J otun Coatings
November 2004 Page 7

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