碩士 / 國立臺灣海洋大學 / 商船學系 / 104 / Abstract
The ship water ballast tank for the ship operation requirement should be always kept in a condition with sea water ballasted or empty that so easily caused tank’s rusted and corrosive as well due to big temperature difference, high salt content, poor ventilation, poor maintenance & etc. In such so bad circumstance there were so many bulk carrier ships were corrupted and sunk in year of 1990’s and therefore, draw IMO it’s attentions and concerning to develop the PSPC (Performance Standard for Protective Coatings) and set up in MSC (Maritime Safety committee) 82th session as noted MSC.215 (82) in Dec.2006 and adopted as a compulsory regulation in SOLAS convention.The PSPC regulation as a compulsory regulation on July 1st 2012.
According to the coating production process and coating quality control to control the control the coating arts, is meat the IMO PSPC regulation standard or not, in order to reach the 15 years live on water ballast tank increase the coating protect and impact on the corrosion of the ship are the main study issue of this paper. In addition to the above issues, this study also provide a coating inspection study for CSBC(China Ship Building Corporation) building new ships during their under construction with regard to some critical problems as caused in each block stage of hull, outfitting & coating.
1. What will PSPC requires shipyard about the painting work and procedure as well as about coating materials supplied by the maker as noted in section 2 of this paper which mainly focus on those issues as for painting system & certification / steel primary surface preparation (PSP) / 2nd surface preparation (SSP) with paint system of block stage & erection stage / shipyard painting work & inspection / CTF (Coating technical File)/paint material research after PSPC become effective.
2. How CSBC to implement the paint works as PSPC required as noted in section 3 of this paper which mainly focus on those improvements as for both PSP & SSP environment criteria such as roughness, temperature, relative humility, ventilation system, cleanness & etc / free edge treatment by 3C, 2R / DFT of each coat monitor & measurement / coating damage monitor / NACE 2 inspector certification / BLOCK enlargement/development of quality coating inspector for USA NACE and Norway FROSIO.
3. Regarding CSBC 3 completed PSPC ships the comparision painting inspection and painting defect are noted in section 4 & 5 of this paper to research the coating work and quality defect and improvement in CSBC 3 completed PSPC ships. Among these studies we found coating quality and ship delivery time will be affected in some extent mainly / quality control / coating damage / grade of SSP / CTF documentation.
This conclusition has two major parts: 1st is the conclusition of the coating inspection information of the CSBC 3 completed PSPC Ships.2nd is the conclusition of the coating demage of the CSBC 3 completed PSPC ships.The 1st part include former 5 points and 2nd part has 3 points as follows:
1. No matter of the key of CSBC 3 completed PSPC ships or shipyard inspection, ship inspection, or shipowner, conpair to the all inspection in the ship, the opinion in the coating is more higher.All of the three parts including shipyard and ship owner and ship inspection thinking that the paint material has more improvement.
2. In contrast, the second stage and the third stage of painting despite the change, but most tend to converge. This two-stage structure of both the quantity and quality of the painting and outfitting issue inspection, factory inspection, ship inspection, the owner of three vessels believed shipyard contractor quality has stabilized.
3. If the four problems in first to third stage of coating (the number of questions of the hull structure, outfitting aspects and the quality problems of the hull structure, outfitting aspects of quality problems) Comparison of the amount of coating inspection observations were quality problems of quality problems hull structure, outfitting aspect, the aspect of the number of outfitting issue, the number of issues of the hull structure.
4. The four problem in 1st to 3rd stage(the quenty of hull structure, the quenty of outfitting, the quenty of hull structure, and quality of outfitting, the quality of hull struction, and quality of outfitting) the major problem in the quality of hull structure.
5. No matter of the key of CSBC 3 completed PSPC ships or shipyard inspection, ship inspection, or shipowner, the major problem also in the quality of hull strcture.
6. The coating demage rate in CSBC 3 completed PSPC ships, whether it is the result of data destruction rate of each individual coating of each cabin ship paint damage rate or total for each ship listed emerged 25m2 continuously destroy the area of the three real ships do not exist, PSPC compliance with regulatory requirements, its painting technical documentation file (CTF) test are listed according to "NO" (no) record.
7. From CSBC 3 completed PSPC ships actual records, PSPC regulations regulate the destruction rate of 2% and a continuous fracture area 25m2, plus the coating demage on block assemble stage should be follow the NDFT regulation ,90/10 means the 90% should be 320μm and 10% not less than 290μm.Then it can keep 15 years live.There is considerable reason. Because the 15-year goal of life that must have truly coating processes and quality.
8. The study found that CSBC 3 completed PSPC ships the demage rate in the sea water ballast tank as follows: 1) Block fairing. 2) Structure connection. 3) Welding demage. 4) Repair in the outfitting and structure. 5) Machine demage. 6) Stage and manhole. 7) Man power grinding.
Key word ： PSPC, CTF, NDFT, Ballast Water Tank, Coating damage rate.
| Identifer | oai:union.ndltd.org:TW/104NTOU5728013 |
| Date | January 2016 |
| Creators | Chen, Yu-Jen, 陳譽仁 |
| Contributors | Tien, Wen-Kwo, 田文國 |
| Source Sets | National Digital Library of Theses and Dissertations in Taiwan |
| Language | zh-TW |
| Detected Language | English |
| Type | 學位論文 ; thesis |
| Format | 163 |
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