Enclosure 62 - TB_43-0144_9OCT1990 PAINTING OF WATERCRAFT.pdf

*TB 43-0144

DEPARTMENT OF THE ARMY TECHNICAL BULLETIN

PAINTING OF WATERCRAFT

*This manual supersedes TB 43-0144, 9 March 1987, including all changes.

Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF THE ARMY

5 OCTOBER 1990

Downloaded from http://www.everyspec.com

TB 43-0144

WARNING

ALL SAFETY INFORMATION CONTAINED IN SECTION 2 OF THIS TB SHALL BE FOLLOWED AT

ALL TIMES.

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* TB 43-0144

TECHNICAL BULLETIN HEADQUARTERS

DEPARTMENT OF THE ARMY

NO. 43-0144 WASHINGTON, D.C., 5 October 1990

PAINTING OF WATERCRAFT

Approved for public release; distribution is unlimited.

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistake or if you know of a way to improve the procedures, please let us know. Mail your letter, DA Form 2028 (Recommended Changes to Publications and Blank Forms), or DA Form 2028-2 located in the back of this manual direct to:

Commander, U.S. Army Troop Support Command, ATTN: AMSTR-MCTS, 4300 Goodfellow Boulevard, St. Louis, MO 63120-1798. A reply will be furnished directly to you.

TABLE OF CONTENTS

SECTION Page 1 General 2 Safety Information 3 Surface Preparation 4 Paint Equipment, Gages, and Materials 5 Painting Application Requirements 6 Paint Application Procedures 7 Shipboard Paint Applications

Appendix A Paint Materials A-1 Appendix B Painting System B-1 Appendix C Power Tools for Shipboard Cleaning C-1 Appendix D Markings D-1 Appendix E Deck Coverings E-1

*This manual supersedes TB 43-0144, 9 March 1987, including all changes.

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SECTION 1. GENERAL

INDEX

Page

1-1. Purpose 1-2. Scope 1-3. Reporting of Errors 1-4. Definitions 1-5. Color Scheme 1-6. Retention of Color Scheme 1-7. Transition of Paint Systems 1-8. Cleaning 1-9. Touchup Painting 1-10. Major Painting 1-11. Paint Film Measurement 1-12. Marking and Stenciling 1-13. Corrosion Control Figure 1-1 Zinc Anode Stud and Doubler Plate Attachment Figure 1-2 Drilling and Bolting Pattern for Zinc Anodes

1-1. Purpose. The purpose of this bulletin is to provide information, instruction, and guidance on the preservation of US Army Watercraft in service and in storage paints and Cathodic protection. Satisfactory painting applied prior to issuance of this bulletin shall not be altered solely for the purpose of conformation.

1-2. Scope.

a. The information contained herein shall take precedence over all other preservation instructions except where deviation has been authorized by US Army Troop Support Command. Deviations will be granted on an individual basis.

b. The contents of this bulletin are applicable to all US Army Watercraft except those assigned to the US Army Corps of Engineers and Bridging Units.

c. This bulletin may be used as a procurement document and shall be used as the basis, for writing repair and maintenance specifications.

1-3. Reporting of Errors. You can help improve this bulletin. If you find any mistakes or if you know of a way to improve the procedures, please let us know. Mail DA Form 2028 (Recommended Changes to Publications and Blank Forms), or DA Form 2028-2 located in the back of this manual directly to: Commander, US Army Troop Support Command, ATTN: AMSTR-MCTS, 4300 Goodfellow Blvd., St. Louis, MO 63120-1798. A reply will be furnished directly to you.

1-4. Definitions. For the purpose of this publication, the following definitions apply to the terms' use:

a. Active Service Craft. Craft which have been assigned to an installation, activity, or unit for operational use.

b. Atomization. Term used in spraying. Proper atomization is obtained when the spray pattern is kept wet and the film is continuous as the area is covered.

c. Abrasive Blasting Cleaning. A common means of producing a surface suitable for painting. It removes rust, mill scale, old paints and other contaminants more thoroughly than is possible by manual or power tool methods. See paragraph 3-19.

d. Conventional Paints. Linseed oil, alkyd, phenolic, coal tar, and other common resin paints for purposes of this bulletin; vinyl, epoxy, and urethane are not considered conventional paints.

e. Dew Point. The temperature at which the water vapor in the air will condense into a liquid. See Chapter 5.

f. Dry-Stored Craft. Craft which are turned into depot stock and held in dry storage at storage points.

g. Finish Paint. The top coat of a paint system

h. Hull. The main body of a watercraft below the main outside deck.

i. Major Area The boot top region, top sides, superstructure, deck, cabin, bulkheads, large hull area or other surface of considerable dimension.

j. Major Painting. The renewal of a paint surface or paint system on a major area

k. Mil Thickness. Used to measure the dry film thickness (DFT) of a paint coat or system to insure sufficient application of the protective coating. A mil equals one thousandth of an inch.

l. Paint Coat. The dry film thickness of paint applied in one coat.

m. Paint Surface. The painted surface of a structure consisting of the topmost layer of protective paint.

n. Paint System. The protective paint barrier that covers a painted structure, which may consist of pretreatment coat, primer coats, intermediate coats, and finish or top coats.

o. Pretreatment Coat. The wash primer or preprimer paint film applied under the regular primer paint coat. Used for better bonding and corrosion control.

p. Primer. The undercoats of paint, generally containing corrosion inhibiting pigments which react chemically with the steel to form a corrosion resistant surface.

q. Proprietary Coatings. Commercially available epoxy anticorrosive coating used as an acceptable alternative to MIL-P-2441. See Chapter 7.

r. Scantling. In shipbuilding, dimensions of structural parts, including frames, beams, girders, and plating, which must be adhered to according to specifications. Minimum scantling are prescribed for the various types and sizes of watercraft by classification societies. Also generally, soft wood timber measuring less than 5 " X 5."

s. Solvent Cleaning. The cleaning of surfaces with chemical solvents to remove oil and grease.

t. Spray Coat. A spray coat consists of one or more passes, depending on the paint, and should be considered as that amount of paint applied at one time just short of sagging, running, wrinkling, and peeling.

u. Surface Preparation. The thorough cleaning of a surface in order to insure positive bonding of the applied paint to that surface.

v. Surface Treatment. The application of coating pretreatment to a cleaned and bare metal surface to provide initial corrosion protection and adhesive bonding of the primer coats to the metal surface.

w. Touchup Painting. The spot painting of injured paint areas to prevent the undercutting of existing paint by corrosion.

x. Undercoats. The underlying layers of paint below the finish coat.

y. Underbody. The exterior hull surfaces normally under watercraft is afloat.

z. Vinyl Paints. Plastic resin coatings that have outstanding durability.

aa. Watercraft. A term that includes all marine equipment used by the Army. TM 55-500 provides characteristics of the equipment currently in use.

ab. Zinc Protectors. High purity zinc anodes attached to metal surfaces to provide corrosion protection by galvanic action in a water environment.

1-5. Color Scheme. All crafts shall be painted with appropriate mobilization colors except those items in Table B-3 numbered 37, 38, 39 and 41.

NOTE

Renewal of current paint system will not be accomplished to meet the requirement; but, the craft shall be converted to mobilization colors whenever major paint is required.

a. Active Craft, Domestic Service. Craft assigned for active service within the continental United States shall be painted in mobilization colors as specified herein.

b. Active Craft, Oversea Service. Craft assigned to oversea commands shall be painted in mobilization colors as specified herein.

c. Craft Returned to Service. Craft returned to active service from storage and requiring major painting shall be painted with mobilization colors.

1-6. Retention of Color Scheme. Color scheme in existence at time of receipt of craft from storage (whether peacetime or mobilization colors) shall be retained until major painting is required. The following categories of craft are affected by these requirements.

a. Stored Craft. Wet and dry stored craft which are painted in either peacetime or mobilization colors.

b. Excess Craft. Craft which become excess to operational requirements, and are stored as replacement or mobilization reserves.

c. Surplus Craft. Surplus craft awaiting disposal. These shall be painted only to the extent required to prevent undue deterioration, i.e., touch up.

1-7. Transition of Paint Systems. The decision to change paint systems shall be made only with prior approval from Commander, US Army Troop Support Command, ATTN: AMSTR-MCFM, 4300 Goodfellow Blvd., St. Louis, MO 63120- 1798. Watercraft presently coated with vinyl paint system should be scheduled for drydocking and painting during summer months, where possible.

1-8. Cleaning. All safety precautions outlined in Section 2 shall be complied with at all times. All cleaning shall be accomplished in accordance with Section 3.

1-9. Touchup Painting.

a. When to Paint. Touchup or spot painting shall be performed when less than 50 percent of the paint surface or paint system of a major area has deteriorated to the extent that the underlying structure is no longer protected.

b. Preparation. Deteriorated surfaces shall be cleaned in accordance with Section 3. Adjacent areas of intact paint shall have marine organisms removed and the edges feathered. The intact paint shall be cleaned in accordance with Section 3.

1-10. Major Painting.

a. When to Paint. Major painting shall be performed when more than 50 percent of the paint surface, or paint system of a major area has deteriorated to the extent that the underlying paint or structure is no longer protected. The 50 percent failure stipulation applies when several separate damaged areas add up to more than 50 percent of total surface, as well as when the damage is concentrated in one area.

b. Renewal of Paint Surface When only the finish paint on a major area has deteriorated and the underlying paint is in good condition, new finish paint shall be applied over the intact undercoats.

(1) Hull surfaces shall be cleaned by abrasive blasting, pressure washing with fresh water, or by hand or power cleaning methods. Sound, adhering paint shall be left intact; loose blistered paint, and deteriorated areas of old paint shall be removed Old tightly adhering paint shall be featheredged sufficiently to permit the new paint coating to form a uniform and continuous surface

(2) All surfaces to be painted shall be cleaned in accordance with Section 3.

c. Renewal of Paint System. When the paint system on a major area has deteriorated through the primer coat, all existing paint shall be removed.

(1) Cleaning. The resulting bare structure shall be cleaned to remove all oil grease, moisture, corrosion by-products, and other surface contaminants in accordance with Section 3. The clean surface shall then be primed within eight hours after cleaning, to prevent rusting, as specified in applicable tables in Appendix B.

(2) Painting. Surfaces shall be painted in accordance with Section 5 through 7 and Appendixes.

1-11. Paint Film Measurement.

a. Touchup Painting. For touchup painting one brush coat shall be considered the equivalent of one mil and two brush coats the equivalent of two mils of dry film thickness.

b. Major Painting. For major painting a film thickness gage shall be used to assure proper paint film thickness application. At least one random reading shall be taken at appropriate stages for each 100 square feet (9.3 square meters) of surface, or less, to determine conformity to minimum film thickness requirements of the applicable paint system.

c. Film Measuring Gages. Film measurements shall be accomplished by use of a measuring device which can be calibrated down to 0.0005 inch (0.0127 mm) and up to 0.020 inch (0.508 mm) in steps of 0.0001 inch (0.00254 mm).

1-12. Marking and Stenciling.

a. General. Block lettering and numerals conforming to figure 3 of Appendix D, shall be used for all exterior designation markings and draft numerals. All other lettering shall be Gothic capitals and all numerals shall be Arabic, unless otherwise specified herein. Generally, the color will be black on a white or light colored background, and white on a black or dark colored background. Gray paint is considered a light background.

b. Application of Exterior Markings. Exterior designation markings, draft numerals, and load line markings shall be applied as follows:

(1) Wood Hulls. Outlines shall be shallow scribe marks max ,1/8 inch (3.16 mm) wide by 1/8 inch (3/16 mm) (deep) and shall be painted the same color as the lettering.

(2) Steel Hulls. Outlines shall be fine bead weld and shall be painted the same color as the lettering.

c. Stenciling and Hand Painting. Designation markings, draft numerals, life-saving and firefighting equipment identification box, locker contents markings, name boards, and special signs shall be applied by stencils, decalcomanias, or hand lettering. Decalcomanias for exterior surfaces shall conform to Specification MIL-M- 43719-1/-2/-3; decals for all surfaces exposed to the weather shall conform to Specification MIL-M-43719. Paint for stenciled letters shall conform to Type I of Specification TT-P-98; paint for hand letters shall be enamel conforming to Class A of Specification TT-E-489.

d. Designation Markings.

(1) Self-Propelled Watercraft.

(a) Bow. Designations shall be located on the hull or bulwark near the bow on both port and starboard sides in the sizes as shown on figure D-4 of Appendix D. The legend shall be centered at approximately three-fourths the height from the designed load waterline to the upper edge of deck or bulwark. Where practical the data shall be arranged in two lines; when the alternate one-line arrangement is used the legend "US Army" shall be to the left of the watercraft's number. If practicable, bow designations on tugs shall be located clear of permanently installed fenders, guards and bumpers.

(b) Stern designation. "US Army" and name or number shall be located on the hull or bulwark. On watercraft having transom or elliptical sterns, designations shall be centered horizontally on the vertical centerline plan through the hull. On watercraft having a cruiser stern, designation shall be located near the stern on both port and starboard sides. On transom and cruiser sterns, designations shall be centered at approximately three-fourths the height from the designed load waterline to the upper edge of the deck or bulwark, whichever is higher. On elliptical sterns, designations shall be centered approximately midway between the fantail knuckle and the upper edge of the deck of bulwark, whichever is higher. Size of the stern designations shall conform to figure D-4, column "A" of Appendix D.

(c) Nameboards. Nameboards shall be approximately nine (9) inches wide, one and one quarter (1 1/4) inches thick and of suitable length for name with three (3) inches border on each end. Nameboards shall be attached port and starboard on the side of bridge, or on rail, or lifeline stanchions on top of bridge. Nameboards shall be painted black with six (6) inch Gothic capital letters finished in gold color.

(2) Nonpropelled Watercraft Shipformed Hulls. Nonpropelled shipformed watercraft shall have the same exterior designation markings as self-propelled watercraft.

(3) Barges With Long Deckhouses. If the length of the deckhouse is 40 percent or more of the overall length of the barge, the designation marking shall be centered on the port and starboard sides of the house. The designation marking shall also be centered on the forward and aft ends of the house. All markings on houses will be centered vertically at the midheight of the house or as near to midheight as possible. Sizes of designations shall be as shown on figure 4, Appendix D.

(4) Barges With Short Deckhouses. If the length of the deckhouse is less than 40 percent of the overall length of the barge, the designation marking shall be as specified in paragraph (5). Barges Without Deckhouses, except the stern designation shall be centered on the aft end of the deckhouse.

(5) Barges Without Deckhouses. Barges not having deckhouses, deck cargo bins or bulwarks shall have the designation marking centered longitudinally amidships on the port and starboard topside. These designations shall be centered vertically 12 inches (30.48 cm) below the edge of the deck at side or 12 inches (30.48 cm) below the uppermost fender guard or rubbing strake. Sizes of designations shall be as shown on figure D-4 of Appendix D. Where practical, these same designations will also be centered on the bow and stern immediately below the deck edge. Where sufficient space is available, bow and stern markings will be the same size as those used amidships. If sufficient space is not available, they may be reduced in height to not less than one-half that specified for the amidships marking. Barges having deck cargo bins or bulwarks shall have the same designation markings, except, that they shall be located at the midheight of the deck cargo bins or bulwarks at the bow and stern and at amidships, port and starboard.

(6) Floating Cranes. Hulls of floating crane shall have designations as specified in (5) above for barges without deckhouses. In addition, the designation shall be centered on both sides on the crane cab. Size and form of designation shall be shown on figure D-4, Appendix D.

(7) Sectionalized, Knockdown, and Collapsible Craft. All sectionalized, knockdown, and collapsible type vessels shall have the applicable designation marking located as specified in paragraph (1) above, self-propelled watercraft, except, where a specified legend on the side of the watercraft would necessitate placing part of the legend on each of two or more sections. In the latter case, the legend and number shall be placed so that it is entirely shown on only one section.

e. Loadline Markings. Large self-propelled watercraft requiring loading certificates shall have load line markings as allowed by their design and scantlings; and as specified in the ABS rules for building and classing steel vessels; and in CFR 46 Subchapter E, load lines, as to location, type size and application.

f. Draft Numerals. Draft numerals shall be used on all watercraft more than 45 foot (13.72 meters) load waterline (LWL). Numerals shall conform to figure D-3 of Appendix D and shall be 6 inches (15.24 cm) high in vertical projection.

Draft numerals are not required on watercraft of 45 foot (13.72 meters) load waterline length or less.

(1) Vertical Location. Draft numerals shall be so located that the bottom edge of each numeral shall establish the draft indicated by that numeral. Bottom edge of numeral shall be measured in exact feet normal to the designed load waterline and above the forward and aft reference points. Numerals shall extend from one numeral below the lightest draft, to one numeral above the deepest draft at which the watercraft may float at bow and stern under extreme loading operations.

(2) Forward Draft Numerals. The forward draft numerals shall be placed port and starboard as near the forward perpendicular as practicable. The forward perpendicular, for the purpose of draft mark location, shall be considered as the vertical line through the intersection of the designed load waterline and the face of the stem. The reference point from which the vertical measurements for the forward draft marks will be determined, shall be the intersection of the forward perpendicular and the line passing through the aft reference point tangent to the lowest point of the keel or stem forward. For watercraft with a straight horizontal keel, this line may be horizontal; for other conditions this line may assume any required angle.

(3) After Draft Numerals. The after draft numerals generally will be placed port and starboard as near the after perpendicular as practicable. On watercraft with transom sterns they shall be located on the transom at the center line of the watercraft. The reference point from which the vertical measurements for the after draft marks are determined shall be the lowest point of the keel propeller guard, or stern frame; except that on those watercraft where the propeller extends below the lowest extremity of the hull or appendages, the reference point shall be the lowest point of perpendicular circle.

(4) Draft Reference Marks for Wet-Stored Craft. Two white stripes 3 feet (91.44 cm) long by 4 inches (10.16

cm) wide shall be painted, using enamel conforming to Specification TTE-490, on each side of the hull along the waterline of craft in wet-storage. The stripes shall extend from the bow aft port and starboard, and from the stern forward port and starboard.

g. Lifesaving Equipment.

(1) Lifeboats. Hull markings for lifeboats and other boats carried on board, except those having specifically authorized Army designations, shall consist of the legend "US Army" together with the authorized designation of the parent watercraft. Designation shall be on the stern (port and starboard) if boat is double ended or, on the center of the transom if boat is transom sterned. The number of each lifeboat shall be stenciled or marked on the bow in numerals 3 inches (7.62 cm) high. The cubical contents and the maximum number of persons allowed to be carried in each lifeboat shall be marked or stenciled on each side of the bow in letters and numbers 1/2 inches (3.81 cm) high. In addition, the maximum number of persons allowed shall be plainly marked, or stenciled on top of at least two of the thwarts in letters and numbers 3 inches (7.62 cm) high. To ensure that markings will not be obscured when the lifeboat covers are installed, lifeboat markings shall not, in general, begin at less than 8 inches (20.32 cm) below the sheer line. The top of thwarts, side benches and footings of lifeboats shall be painted international orange conforming to Specification TT-E-

489. The lifeboat releasing gear handle shall be painted gloss red (TT-E-489) and marked "Danger-Lever Drops Boat."

The area 12 inches (30.5 cm) on a side surrounding the release lever shall be painted a contrasting white. All contents of the lifeboat not permanently affixed, i.e., oars, paddles, masts, containers, etc., shall be stenciled with "US Army" followed by the watercraft name or designation (LCU 1540) (PUSAN).

(2) Other Lifesaving Equipment. Lifeboats and liferafts shall have the legend "US Army" together with the authorized designation of the parent watercraft clearly stenciled on them in letters 2 inches (5.08 cm) high, on the center of the front and back side or face.

(3) Color. International orange enamel conforming to Specification TT-E-489 shall be applied to wood and plastic surfaces of liferafts and liferaft covers of all watercraft when, in the judgment of the commanders, a higher degree of visibility is essential to the accomplishment of assigned missions.

(4) Emergency Lights. Installed emergency lights shall be identified by stenciling the letter 'E " adjacent to the light fixture Portable emergency lights shall be stenciled with a number and the letter "E " on the light, adjacent to the light bracket. Portable lights shall be numbered similar to fire extinguisher described in paragraph h.(1) below.

(5) Emergency Gear. Storage lockers containing emergency gear shall be identified by stenciling the locker door or hatch as follows:

(a) Emergency Squad Equipment.

(b) Self-Contained Breathing Apparatus.

(c) Foam Storage.

h. Firefighting Equipment.

(1) Fire Station. All fire stations shall be painted red and have titles FIRE HYDRANT, FIRE VALVE etc., in 1-inch (2.54 cm) red letters above them on the bulkhead on which they are mounted. Fire stations shall be numbered consecutively fore to aft with even numbers to port and odd numbers to starboard. Portable fire extinguishers shall be numbered similarly on both the location and fire extinguisher. Fire hoses shall be stenciled "US Army" followed by watercraft designation in black.

(2) General Alarm Bells. General alarm bells shall be painted red and have legend "GENERAL ALARM BELL WHEN BELL RINGS GO TO YOUR STATION" painted in 1-inch (2.54 cm) red letters beneath them on the bulkhead on which they are mounted.

(3) Crash Panels. Crash panels and emergency escapes shall have legend "EMERGENCY EXITS" painted on them in 2-inch (5.08 cm) letters in locations as follows:

(a) On compartment side of fire screen doors.

(b) On corridor side of stairwell doors.

(c) On inside of stairwell doors leading to boat deck. Color shall be that which is most legible against the color of the respective doors.

i. Piping Systems. Shipboard piping shall be identified by color coding and marking in accordance with figure D-5 (Appendix D) and using the Navy Standard System. Color codes shall be applied to valve hand-wheels only. Valve stems, threads, and tags shall not be painted. Fire Hose racks shall be painted red. Color coded arrows indicating the direction of flow shall also be stenciled on the piping. The liquid within the piping system shall be identified by lettering which shall be applied when two or more fluids fall within a color, i.e, hydraulic oil and lube oil tank vent and fill valves will be color coded. Exception is potable water lines which shall be painted light blue or striped with 6-inch (15.24 cm) light blue bands at fittings on each side of partitions, decks and bulkheads, at intervals not to exceed 15 feet (4.57 meters) in all spaces. The lettering together with arrows indicating the direction of flow shall be located at the following points on each piping system:

(1) Where entering or leaving mechanical equipment.

(2) Where appearing or disappearing through a deck or bulkhead.

(3) At all tee, cross, or wye branches of systems.

(4) At all valves.

(5) At any point which will clarify a complicated system. Piping system markings may be omitted for those locations where another marking on the same system is clearly visible from the specified location. Thus a straight run through a relatively small compartment need be marked only once and not at both bulkheads. Nonpotable fresh water line outlets shall be labeled as being unfit for drinking.

NOTE

Fittings will not be painted.

(6) Storage tanks shall be stenciled with the name of contents. Lettering shall be color coded and applied to the manhole cover or other visible location. Lubrication fittings shall be marked by the color coded letter '"L" applied adjacent to the fitting.

j. Marking the Anchor Chain. For the safety of every ship, the ship's officers and the boatswain must know at all times the scope or how much anchor chain has been paid out. To make this information quickly available, a system of chain markings shall be used as illustrated in figure D-1 of Appendix D.

k. Obliteration of Watercraft's Markings. On watercraft to be disposed of all exterior Army Designations such as '"US ARMY," watercraft's name and/or number, etc., shall be removed. Nameboards shall be removed from the watercraft. To provide for future identification, builder's nameplates and other designative marking located within the interior of the watercraft shall not be obliterated. When markings are painted on they shall be completely obliterated;

where welded on to the hull or other structural member, marking shall be removed by grinding off the weld.

1-13. Corrosion Control.

a. Cathodic Protection. Although coatings are used as the principal corrosion preventive on metal surfaces, a supplemental method of protection is needed for the underwater hull and appendages of ships to safeguard against paint failures, e.g., porosities, cracking, poor adhesion, abrasion, aging, and erosion. Cathodic protection ( an electrochemical technique) can successfully arrest or control the corrosion of metals in a marine environment.

b. Cathodic Protection Systems. The types of cathodic protection used are as follows: Sacrificial (galvanic) Anode System.

c. Sacrificial Anodes System. A system based upon the theory that a less noble metal, when connected to a more noble metal in a corrosive environment, will generate a current of sufficient magnitude to protect the more noble metal.

In so doing, it in turn is sacrificed. Such is the case, when magnesium, aluminum or zinc anodes, attached to a ship's hull slowly dissolve generating a current to protect the hull and its appendages against corrosion by eliminating local anodes and cathodes on the hull. The disadvantage with this type of protective system is the periodic replacement of the anodes are required.

(1) Sacrificial anode system installed, required maintenance on a continuing basis. The system specified herein is designed to last 2 or 3 years to conform with normal overhaul periods. The actual service life is dependent upon a combination of many factors.

(2) During Drydock Overhaul (2 year schedule) the ship shall be inspected to determine the need for anode replacement. All anodes shall be replaced when 2 years or more have elapsed since the last drydocking involving anode replacement. Normally, stern anodes deteriorate more rapidly than those installed midships. However, this may not be the case where large bare metal areas may exist in the forward area due to beaching operations. In addition, the leading and trailing anodes usually deteriorate more rapidly than those in the center of the vessel Therefore, spot replacement of certain anodes may be required from time-to-time without the expense of complete replacement of the system. As a general criteria, anodes should always be replaced when they are approximately 50 percent or more deteriorated.

(3) Anodes shall conform to type ZHS or ZSS of MIL-A-18001. Their lower driving potential and current limiting characteristic, when providing protection to a steel surface are desirable properties. Although zinc anodes do not require dielectric shields, zinc should not be installed over a bare steel hull The same coating system that is used to coat the hull should be applied beneath the zinc anodes to act as a barrier. Proper functioning of the anode depends upon complete immersion in sea water, a clean anode surface, and a positive contact between the anode and the surface requiring protection. Anodes shall not be attached to propellers, propeller shafts, strut arms, strut barrels, or on the exterior of the stern or strut tube fair-waters.

(4) Anodes shall be attached to the hull by the bolt-on method to facilitate replacement. A doubler plate, as per Figure 1-1 will be installed. The attaching studs will be welded to the doubler plate. The doubler plate, stud, washer and nut will be of the same material as the hull. Monel or corrosion resistant steel shall not be used. Stud location and anode strap drilling will be determined using the information in Figure 1-2. Prior to anode installation, the stud will be cleaned to remove all paint, rust or other matter to insure a positive contact between it and the anode strap. After installation of the anode, the nut, stud and washer will have the same coating system applied as the hull The stud can be cut off flush with the top of the nut to minimize turbulence in service.

(5) Occasionally a zinc anode may develop an oxide film which renders it inactive Although this is the exception rather than the rule, this inactive state can readily be detected by comparing the anode with others in the system. The inactive anode usually will have a hard to remove, dark grey or black film on the surface, however, the anode manufacturer's identification will still be prominent; such anodes should be replaced. A light colored soft deposit on the surface, even though quite thick, is normal and may be prevalent under conditions of low velocity.

(6) The quantity of anodes specified for the hull shall be installed. The hull surface beneath the zinc should be properly coated with the complete anti-corrosive system specified for the hull Attachment straps and painted areas blistered from welding shall be painted the same as the hull.

CAUTION

Do not paint the zinc anode surface, this will insulate the anode and stop the flow of current.

Only use specified steel for studs, deviation from this will cause deterioration of the hull.

Figure 1-1. Zinc Anode Stud and Doubler Plate Attachment

a. 3/8 " doubler plate, stud, washer and nut to be of the same material as the hull. Monel or corrosion resistant steel will not be used.

b. Stud for ZSS is 3/8” diameter, for ZHS 1/2" diameter.

c. Doubler plate for ZSS to be 3/8” (T) x 3" (W) x 16" (L), for ZHS to be 3/8" (T) x 10" (W) x 12" (L).

d. Stud and doubler plate to be continuous filet welded.

e. Drill and countersink, 1/4 inch deep, the doubler plate to allow for flush welding of the studs. Figure 1-2 can be used to locate the studs on the doubler plate.

(7) The following is an excepted rule to follow in determining quantity of zinc required under velocity conditions of active service. Two zinc of type ZHS or four zincs of type ZSS will protect 400 square feet (37.25 square meters) of freshly painted steel or 200 square feet (18.6 square meters) of steel coated with paint one year old, or 100 square feet (9.3 square meters) of bare steel. This rule also applies to aluminum hulls. No less than two zinc anodes equivalent to the ZHS type anode shall provide the protection to any steel hull boat.

(a) Midships Area Two-thirds the calculated quantity or zinc anodes, necessary to give complete protection, shall be equally divided into two rows on both port and starboard sides of the hull Half the anodes for each side shall be installed butted end-to-end, long axis fore and aft on the forward end of each bilge keel and half on the aft end of each bilge keel. As an alternate method, the anodes may be installed port and starboard just beneath the turn of the bilge, butted end-to-end, long axis fore and aft. Half the anodes for each side shall be installed forward of midships and the other, aft of midships. Where practical the rows shall be positioned to avoid passing over fuel tanks even though the rows become discontinuous. This precaution is taken to avoid "gas-freeing" the fuel tanks, in case welding is necessary to attach studs or straps for mounting the anodes.

(b) Stern Area The entire stern system, or 1/3 the anodes necessary for the complete hull system, shall be butted end-to-end with the axis fore and aft. They shall be located along the centerline keel or just beneath the turn of the bilge and divided equally between the port and starboard sides of the hull If a large number of zinc are required for stern protection, it may be practical to increase the number of rows. However, in no case should the spacing between rows be less than four feet. Begin all rows at least five feet forward of the propeller plate and extend forward. Zinc shall be positioned so that the anodes are always totally immersed under light load.

(c) Sea Chests. Zinc anode protectors conforming to shape and size as necessary will be attached to interior of sea chest. No less than one ZSS or a 6 inch by 6 inch anode shall be provided for each sea chest. If nonferrous sea valves are fitted in conjunction with steel sea chests, a medium steel protection sleeves, to serve as a waster piece, should be fitted inside the sea chest at the junction of the sea chest and the valve. The sleeve should project down into the sea chest and be long enough so that it can be removed for replacement through the valve opening once the valve has been removed, or alternately may be fitted in sections which may be removed from the exterior of the ship through the sea chest.

(d) Internal Bilge Areas. Each compartment where water is held shall be considered for cathodic protection. Zinc anodes should be installed in all bilge spaces which are subjected to water more than 50 percent of the time and in those areas which are susceptible to excess corrosion One zinc anode (ZHS type) should be installed for every 250 square feet of steel surface. Bolt-on anodes should be used for this installation so that depleted anodes can readily be replaced by crew members. Anodes should normally be located on the garboard strake close to the centerline keel. Care should be taken to mask anodes when painting bilge spaces so as not to coat zincs. Optimum functioning of the anodes depends upon the zinc being completely immersed in water and the surface being free of paint and excessive grease and oil

(e) Salt Water Pumps. Zinc anodes should be located as close to the base of the pump as possible to protect against excessive corrosion due to salt water leakage.

Figure 1-2. Drilling and Bolting Pattern for Zinc Anodes

(f) Heat Exchangers and Condensers. Where required, zinc anodes of appropriate style and type must be installed.

(g) Dissimilar Metals Protection. Zinc anodes of an appropriate style or type should be installed at concentration of dissimilar metals (eg. bilge pump strainers, valves and piping) which are immersed in, or frequently flooded with sea water more than 50 percent of the time Install anodes near the dissimilar metal junctions.

(8) Cathodic Protection For Aluminum Hulls. Cathodic protection shall be applied to aluminum hull boats and ships in sea water. Zinc anodes conforming to MIL-A-18001 shall be installed, unless, specific approval is granted for other systems Doubler plates will be installed as per Figure 1. Anode strap drilling will be determined using Figure 2.

CAUTION

Magnesium anodes and mercury bearing aluminum anodes shall not be used on aluminum hulls.

Deviation from this will cause accelerated deterioration of the hull.

(a) Corrosion protection for the hull shall be provided by type ZHS, or ZSS zinc anodes. The ZSS type shall be used for small boats in lieu of ZHS anodes if, three or less ZHS anodes are required. Use two ZSS for each ZHS anode

(b) Calculate the quantity of hull anodes required for 2 years.

N = 6.5W N = No. of ZHS anodes

1000 W = wetted surface area (sq. ft.)

(c) In addition to the hull anodes, one ZSS anode shall be provided for each 5 square feet, or the proportion of 5 square feet, for each sea chest or other areas of dissimilar metals.

(d) Internal bilge areas shall be protected by 1 square foot of exposed zinc surface for each 200 square feet of coated surface or 50 square feet of bare metal. Anodes of type ZHS or ZSS, shall be used as best meet the requirements of the area to be protected.

CAUTION

The nature of aluminum boats merits special attention for mooring locations, particularly next to steel ships, boats, buoys, and piers. Under these conditions it is essential that nonconducting mooring lines be used, as well as insulating camel sections to prevent electrical contact of the aluminum hull with a steel structure, since this could result in galvanic corrosion of the aluminum hull.

SECTION 2. SAFETY INFORMATION

INDEX

Page

2-1. General 2-2. Paint Operations 2-3. Supervisory Responsibilities 2-4. General Painting Hazards 2-5. General Safety Measures 2-6. Inspection Safety Precautions 2-7. Safety Precautions for Paint Mixing 2-8. Fire Prevention Precautions for Paint Mixing 2-9. Personnel Protective Precautions for Paint Mixing 2-10. Health Requirements for Painters 2-11. Safety Precautions for Paint Application 2-12. Application of Painting a Confined Space 2-13. Application by Spray 2-14. Airless Spray Safety Precautions 2-15. Health Hazards and Personnel Exposure Limit Values for Certain Paint Ingredients 2-16. Organotin Antifouling Paints 2-17. Safety Precautions and Requirements for Abrasive Blasting 2-18. Abrasive Blasting Limitations for Steam Plants 2-19. Safety Precautions for Hydroblasting 2-20. Safety Precautions for Electrically Operated Power Tools 2-21. Safety Precautions for Pneumatic Tools 2-22. Safety Lock-Off Devices 2-23. Safety Precautions for Solvent and Chemical Cleaning 2-24. Safety Precautions for Paint Strippers and Removers

2-1. General. This section contains safety precautions for all aspects of paint handling and operations except for stowage. The storage of flammable and combustible liquids shall meet the requirements of National Fire Protection Association (NFPA) Flammable and Combustible Liquids Code, NFPA 30.

2-2. Painting Operations. The two most important factors with regard to a safe painting operation concern responsibility and training. Their importance shall be firmly established and clearly understood by all supervisors and personnel handling or applying any materials.

a. Responsibilities. At the level of actual operations, line supervisors are responsible for all operations; the gas-test and safety personnel are responsible for providing staff assistance to the line supervisors. The responsibility factor is also particularly important at those supervisory levels where painting work is coordinated with other types of work.

b. Training. Commensurate with their responsibilities and participation, all personnel connected with these operations shall be made aware of the hazards associated with the handling and use of flammable materials, as well as the appropriate safety precautions. This information shall be part of each individual's job training.

2-3. Supervisory Responsibilities. The supervisor shall lay out the work and manage projects in such a manner as to produce the safest possible conditions. Personnel safety is the supervisor's prime responsibility. A safety checklist shall be used before a job gets underway. In addition, all supervisors shall adhere to the following program.

a. Always be aware of potential hazards in the area.

b. Be sure that each painter understands and accepts personal responsibility for safety and is informed of all safety rules.

c. Be sure that all safety measures have been taken before each work shift begins.

d. Insist that crew members work safely. Use disciplinary action in accordance with existing personnel directives, if necessary.

e. Be sure that all equipment meets safety standards. Use non-sparking tools in fire-hazardous areas. Anticipate possible risks with new types of equipment. Secure expert advice on potential hazards in advance.

f. Encourage personnel to discuss the hazards in their work. No job shall proceed if any question about safety remains unanswered. Be receptive to their ideas and suggestions; their field experience can be a source of information that will help prevent accidents.

g. Set a good example for the crew by demonstrating safety awareness in personal work habits.

h. Ensure personnel are using the proper respiratory protection for the hazard. A false sense of security can be created by using the wrong respirator. In addition, all personnel must be trained in how to wear respiratory protective equipment. An industrial hygienist or safety personnel should be consulted prior to start of work.

i. The following is an example of a supervisor's safety checklist.

(1) NO SMOKING signs posted.

(2) Warning tags and signs posted.

(3) Required protective clothing and safety shoes.

(4) Required eye protection, available as needed.

(5) Required respiratory protection, available as needed.

(6) Buddy system setup, if warranted.

(7) Safety belts, harnesses, and tending lines, on hand as required.

(8) Toxic material control, as needed.

(9) Burn hazards (chemical, hot pipes, other).

(10) Falling objects.

(11) Moving objects, cranes, and other traffic considered.

(12) Location of safety showers and eye baths.

(13) First aid materials on hand.

(14) Location of fire alarm station.

(15) Fire extinguishers and fire blankets, on hand as required.

(16) Location of nearest telephone.

(17) Barricades, as necessary.

(18) Electrical hazards in vicinity taken into account.

(19) Working electrical equipment grounded.

(20) Sparkproof tools, as required.

(21) Flammability of flashpoints of painting materials, nearby stowed materials.

(22) Safety and fire permits secured.

(23) Gas Free Engineer's approval secured.

(24) Condition of ladders and scaffolding checked.

(25) Safe footing provided for workers.

2-4. General Painting Hazards. Every painting operation exposes maintenance personnel and others in the area to conditions and situations that are actually or potentially dangerous. Use of toxic and flammable materials, pressurized equipment, ladders, scaffolding, and rigging presents potential hazards. Hazards may also be inherent in working conditions or caused by operator inexperience, lack of training, or carelessness. Awareness of all potential hazards is therefore essential, because continuous and automatic observance of precautionary measures will minimize the danger and improve painting crew efficiency and morale. The following areas require alertness when painting operations are planned and executed.

a. Paint Materials. Most paint materials are hazardous to some degree. All except water-thinned paints are flammable, many are toxic, and others can irritate the skin.

b. Environment. Working conditions will vary from job to job. In addition to the hazards inherent in the painting operation, the painter may encounter other hazards in the work area itself. For example, slippery decks or obstacles located on deck may cause falls; electrical or mechanical equipment may produce shocks or other serious injuries;

uninsulated steam lines or hot pipes may cause severe burns, fire hazards, or too rapid evaporation of solvent, thus creating a toxic atmosphere.

(1) The working environment shall be studied before painters are sent into any work area Hazards such as poor ventilation, noxious fumes, high temperatures, types of material and how they are applied, and the type of space where the work is to be done shall be considered. Before painters are allowed to enter the working area, they shall be protected by devices that will allow them to work in safety.

(2) Special action is required if any of the following conditions exist.

(a) If oxygen concentration is less than 19.5 percent.

(b) If combustible gas meter readings show differences between the work space and outside air.

(c) If it is impractical, with on-hand equipment, to test the workspace atmosphere for known or suspected toxic vapors or gases (such as bilge gases, distillate fuels, kerosene, or Navy standard fuel oil).

c. Painting Crew. Lack of training, experience, or knowledge of hazards on the part of any painter produces a possible threat to the safety of the ship, painting crew, and others in the painting area Carelessness of any painter will also increase hazards. Shortcuts often produce unsafe working conditions resulting in accidents, personnel injuries, and loss of time and materials. An element of risk is present even when well trained workers follow all prescribed safety procedures. Observance of all safety precautions at all times will reduce this risk to a minimum.

d. Equipment. Ladders, scaffolding, and rigging must be used for areas not readily accessible from the deck, pier, or dock. Pressure equipment is often used to prepare surfaces and to apply paint. All of this equipment can be hazardous if handled carelessly. Proper equipment setup, dismantling and cleaning, required safety checks and observance of basic precautions for handling equipment may require more time than actual use of the equipment Nevertheless, precautions shall never be omitted.

e. Respiratory Protection. Personnel shall wear the proper type of respirator in hazardous areas All devices shall be approved by the National Institute for Occupational Safety and Health (NIOSH) and Mining Safety and Health Administration (MSHA) Respirators shall be selected, used, maintained and stored in accordance with TB MED 502, Respiratory Protection Program.

f. Exhaust Systems. When exhaust systems are used, the system must pull vapors or gases from the bottom of the tank or area in which the work is being done The hazard potential of stagnant areas and pockets shall be recognized.

A crewmember shall never work alone in a hazardous area Exhaust system discharges shall be arranged so that the contaminated air will not create health hazards in surrounding area.

g. Ventilation. If ventilation is required, outside air shall be provided at a minimum no less than that required to provide a safe, life supporting atmosphere If such ventilation is not possible, respiratory protective equipment shall be provided. Equipment required shall be determined by an industrial hygienist, medical personnel, or safety personnel.

h. Eye Protection. "Suitable eye protection shall be provided and worn where machines or operations present the hazards of flying objects, chemical splashes or mists, caustic substances, or any condition considered hazardous by the supervisor or the operation. " Safety eyewear shall be kept clean and available. Crew members working with chemicals shall wear chemical safety goggles.

(1) If there is a chance of liquids splashing in crewmember's faces, a full face shield should be used.

(2) "Portable eyewashes capable of providing 15 minutes of continuous irrigation to both eyes simultaneously with a flow rate of not less than 0.4 gallons per minute (GPM) shall be available "

i. Degree of Hazard. Each supervisor is responsible for ensuring that special precautions are taken, designating the equipment required, and advising the crew of the specific hazards of each job. Ignoring these hazards will increase the odds that accidents will occur. Relaxing of precautions in one job will inevitably lead to carelessness in subsequent jobs, regardless of the degree of hazard, eventually resulting in an unnecessary increase in accident rates.

2-5. General Safety Measures. Potential hazards that exist in all painting operations make a continuing and enforced safety program essential. A good safety program that has adequate safety procedures will provide protection against the three major types of hazards: accidents, fire, and toxicity.