Finished line

The International Institute of Marine Surveyors (IIMS) is now well into the five-year revalidation cycle of its Registered Marine Coatings Inspector (RMCI) certification for paint specialists who can support the yard or the owner’s team through a painting project with an objective and consistent assessment of the results of coatings work.

More recently, they’ve responded to calls from industry to provide something for the rest of us, and launched a two-day course under the title Yacht Coatings Technology Insights (YCTI). “It’s aimed at all the other stakeholders and participants in a painting project to increase their understating of the key aspects of coatings and application technology.

“And, at the same time, explores how the different parties can work together productively to achieve the best results,” offers Ken Hickling, a superyacht-sector specialist who spent two decades working as a senior global manager with leading paint manufacturer AkzoNobel in their yacht paint divisions.

“This last aspect can be where projects fall down as each party pulls in a completely different direction to meet their own objectives,” he continues. “The net effect can be a compromised result that either disappoints cosmetically or won’t last as long as it should – or both.”

So, what of new paint technologies? “Paint development is slow, moving at an almost glacial speed, and much of this effort is taken up with keeping pace with increased regulatory restrictions,” Hickling says.

“Nevertheless, there are some new products that have been released into the market recently that offer useful benefits in the yard, or for owners themselves.”

From AkzoNobel comes Awlgrip HDT, which has been designed to address the challenge, says Hickling, of deciding between the polyester urethane (PU) resin base used in Awlgrip topcoat as opposed to the acrylic urethane resin of Awlcraft 2000 topcoats.

“This latter has the advantage of being able to be polished to remove any dust, runs or other application imperfections – or to effect a local repair – without any resultant long-term degradation as would be found with PU type topcoats,” Hickling states.

“The development chemists believe they’ve cracked this conundrum, delivering a product with the durability of a PU and the repairability of an acrylic.”

Early adopters, Hickling notes, have noticed that this is indeed a different product and that some time is therefore needed to learn how best to adjust their technique to deliver a high level of finish, but he adds that we can expect to see other manufacturers follow suit in due course.

Of course, paint isn’t just about the topcoat. The mechanisation of filler application isn’t new, but Awlgrip has teamed up with equipment manufacturer Graco to produce a system that allows applicators to spread 5-millimetre layers in quick succession. This has the benefit of increasing the speed of application and reducing the number and size of voids (small air pockets) in the filler layers.

Another recent trend is the emergence of polysiloxanes as an option for hardworking hull topsides or vessels where a full fair is not planned. “These are especially durable finishes with great colour retention and weathering properties,” Hickling advises.

“Close up, they have a duller, semi-gloss appearance but appear glossier from further away. When applied like other yacht coatings, a good, even finish can be achieved and is easily repaired (if you select the correct one).”

Both International and Jotun have options for this technology, and it’s increasingly being used, especially on explorer vessels.

Finally, there’s a growing trend for owners to want a paint scheme to match their favourite car, but the reality is a little more complicated than the wish, especially when considering more complicated finishes.

“Certainly, there’s a trend in the use of metallic or pearlescent finishes for boats, just like we have on cars, but the marine environment is much harsher than your driveway, so simply using car paint is not a good option,” he cautions.

“So, paintmakers have been offering marine-grade options to give that added sparkle to your vessel. Some thought should be given for implications on repair, though,” he adds, “as this requires a higher level of skill than for solid colours, but it is a realistic prospect.”

He also advises that the repair area will include a large edge for blending, so even a small area of damage will require several square metres of surface to be painted.

Still, there is another option. Paint-on-a-roll, in the form of a vinyl wrap, is a viable alternative. These come fully finished, and expert applicators will use a gentle heat to mould them to the shape of your hull or superstructure.

“Vinyl wrap may not have the ultimate gloss or highest durability and, of course, it has a predetermined width, so some overlaps will be needed for larger yachts,” Hickling says, “but the application is quick and has very little associated contamination or solvent emission.”

That leads to an important consideration – the environmental impact of paint systems and their application. Much has been done over the past few years to combat emissions of volatile organic compounds (VOCs), which has already led to significant formulation changes in yacht paint. But the fact remains that sustainability is everywhere these days, with the perception that we must make compromises for the greater good.

In fact, suggests Hickling, there are plenty of options we can choose that will reduce the environmental impact of a yacht without compromising on performance.

First is reducing waste.  “Easy to say but harder to deliver?” Hickling questions. “Maybe, but some simple specification or procedure changes will naturally bring this down.”

Paint specialists Newmar Overseas, for example, recommend using a polishable/ repairable topcoat throughout to allow any localised imperfections or damage during application to be touched in and polished with the minimum of extra materials used.

Chief Consultant Rory Marshall notes that reducing the size of areas for repainting not only means less solvent emitted into the atmosphere to contribute to greenhouse effects, it also lowers costs and helps get the project back on schedule.

There’s also the simple solution of using paper masking to protect prepped or painted areas from adjacent work. “Plastic films have been very popular for this reason, as they’re inexpensive and flexible,” Hickling says, “but switching to recycled materials, especially paper that can potentially be recycled again, is a good option and will not compromise the final results.”

The environmental question is also particularly pertinent under the waterline, where antifouling coatings have been progressively targeted by ever-stricter regulations, and for which paint manufacturers have developed dedicated labs for antifoul R&D.

Whichever way you look at it, though, antifouling is a necessary evil. “Firstly, non-native invasive species – things from elsewhere hitching a ride on your hull – are a real problem for local ecosystems,” Hickling explains.

“Keeping your hull clean with an effective antifouling is the first step. Consider washing or scrubbing the hull before you leave the area so you don’t move any fresh growth to your next destination – if you’ve elected for a biocide-free foul release system, this becomes especially important.”

Danish paint company Hempel has been offering Silic-One as a completely biocide-free coating system for a while now, but more recently has introduced Hempasil Pro, a revised version ideally suited to larger vessels as it can be applied by spray, making bigger areas less labour-intensive. A change from a triple-layer system to a two-stage tie-coat and topcoat slims things down further still. Best of all, it’s a three-year system.

Historically, many biocide-free systems would suffer from build-up of fouling that would be released once your hull was moving at 6 knots or more. But Chris Toole – Hempel Yacht Product Manager for the superyacht and professional sectors – promises up to 120 days idle time, which means you can leave the boat in harbour or at anchor for extended periods. These products are now available globally.

“Paint isn’t the only option for use underwater these days,” Hickling adds. “Films or wraps have become increasingly popular on hull topsides and deliver a quick way to get a new look for your boat, but Mactac has now introduced a low-drag/foul- release product they call MacGlide. This not only boasts a clean bottom,” he continues, “but as with some other biocide-free coatings, it also delivers a reduction in drag.”

Another aid to keeping foul-free can be found in the rise of the robots – or, less alarmingly, in automated hull crawlers that cling to the hull using magnets or vortices and go about their business like an aquatic Roomba. CleanROV, Mini-Pamper, HullWiper ROV, Jotun’s own HullSkater, and the wonderfully named Robotic Hull Bio-inspired Underwater Grooming tool (HullBUG) are all variations on a theme. For yachts that sit still for a lot of their lives, these could indeed be viable alternatives to harmful biocides.

So, as you ponder your next paint projects for above and below the waterline, remember that while the rate of change may be somewhat slow, coatings technology has moved forward and presents some fresh options to consider.

“Most encouragingly, it seems we can have the performance we want and improve our sustainability profile, reducing the impact the yacht has both in operation and when next in the yard,” Hickling concludes. “With increasing professionalism underpinning these works, owners and captains may well be in a better position to make positive choices than ever before.”