Procedure Handbook Surface Preparation and Painting and Closed Areas of Tanks

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PROCEDURE HANDBOOK
SURFACE PREPARATION AND PAINTING OF TANKS
AND CLOSED AREAS
SEPTEMBER 1981
Prepared by:
COMPLETE ABRASIVE BLASTING SYSTEMS, INC.
IN COOPERATION WITH .
AVONDALE SHIPYARDS, INC.
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FOREWORD
This research project was performed under the National Shipbuilding

Research Program. The project, as part of this program, is a imperative
cost shared effort between the Maritime Administration and Avondale ship-
yards, Inc. The development work was accomplished by Complete Abrasive
Blasting systems, Inc. under subcontract to Avondale Shipyards. The overall
objective of the program is improved productivity and, therefore, reduced
shipbuilding costs to meet the lower Construction Differential Subsidy rate
goals of the Merchant Marine Act of 1970.
The studies have been undertaken with this goal in mind, and have
followed closely the project Outline approved by the Society of Naval
Architects and Marine Engineers’ (SNAME) Ship Production Comittee.
Mr. James A. Giese, of Camplete Abrasive Blasting Systems, served as
Project Manager and Ms.polly Medlicott as technical writer. On behalf of
Avondale Shipyards, Inc., Mr. John Peart was the R & D Program Manager
responsible for technical direction, and publication of the final report.
Mr. Ben Fultz of Offshore Power Systems performed editorial services.
Program definition and guidance was provided by the members of the 023-1
Surface Preparation Coatings Cammittee of SNAME, Mr. C. J. Starkenburg,
Avondale Shipyards, Inc., Chairman.
Also we wish to acknowledge the suppxt of Mr. Jack Garvey and Mr.
Robert Schaffran, of the Maritime Administration. Special thanks are given
to the numerous suppliers listed below for their valuable contribution of
information (see Annex A for complete address ad telephone numbers).
Aeroduct-Porter Company
Aerovent, Inc.
Air pollution Systems, Inc.
American Air Filter Ccmpanyr Inc.
American Coolair Corporation
Anaconda Metal Hose
Bry-Air
Cargocaire Engineering Company
Carter-Day
Central Engineerirq, Inc. (Vac/All)
Clemco Industries
Cleveland Metal Abrasives
Cincinnati Fan and Ventilator Company, Inc.
Complete Abrasive Blasting Systems, Inc. (CAB)
Coppus Enqineering
D.P. Way (Ultra Vac)
Dryomatic
Enpire Abrasive Equipment Corporation
Flexaust
Flint Abrasives
General Air Division Zurn Industries
H.B. Reed and Company, Inc.
Hartzell Propeller Fan Company
IRS/International, Inc.
Kathabar - Medland Ross
Key-Houston, Inc.
Pauli and Griffin
Pure-Aire, Inc.
Strobic Air Corporation
Super Products (Supersucker)-
Torit Division, Donaldson Company, Inc.
Unimin Coloration
United McGill Corporation
Vacublast Corporation
Van Air Systems, Inc.
W.W. Sly Manufacturing Company
Wedron Silica Company
Wheelabrator-Frye, Inc.
Whitehead Brothers Company
ii
Executive Summary
A desperate need exists in shipyards for the proper planning and

execution of surface preparation ad coating operations in tanks and other
enclosed areas ● Abrasive blasters and painters are exposed to high
concentrations of dust and hazardous organic vapors. Other shipyard
personnel are exposed to the potential dangers of explosion and fire.
Another aspect of the need for better planning concerns the ineffi-
cient utilization of capital, manpower and material assets. AS an example,
many extra manhours of labor are consumed in tank surface preparation
operations because the abrasive blaster, when operating in tanks, just
cannot see what he is blasting due to dust accumulation. Also, many square
feet of painted surface are lost due to solvent entrapment during cure
resulting in catastrophic peramature paint failure.
Until the publishing of this report no single document existed With

could be used by shipyard planners to effectively, efficiently and safely
plan painting operations in confined areas. The information contained
within this handbook includes:
● Identification of the requirements and related problems associated

with surface preparation and painting of tanks an enclosed areas.
● Identification of personnel exposure limits
• Identification of monitoring equipment for measurement of fume and
dust concentrations and ventilation rates.
● Identification of maximum allowable concentrations and ventilation
requirements for abrasive blasting and coatings application
● Identification of suitable ventilation and abrasive blast equipment
for shipyard operations.
In addition to the abve pints, a practical model for upgrading the

blast-paint department is offered. Throughout the course of this study,
emphasis was placed on increasing productivity and improving enviromnental
conditions. These pints can be achieved through a management sponsored
systematic program of planned improvements based on” recomendations within
this report.
iii
TABLE OF CONTENTS
Page
--
Foreword i
iv
v
vi
1. Conclusions 1.1
1.1 The Role of Managaement 1.1
1.2 Recommendations 1.2
1.3 Cost Savings 1.3
1.4 Summary 1.5
2. Use of the Handbook 2.1
3. Ventilation 3.1
3.1 Introduction 3.1
3.2 Technical Discussion 3.1
3.2.1 Ventilation During Abrasive Blasting 3.1
3.2.2 Ventilation During Painting 3.3
3.2.2.1 Lower Explosive Limit 3.5
3.2.2.2 Explosive Vapor Detection 3.8
3.2.2.3 Threshold Limit 3.10
3.3 Equipment Selection 3.12
3.3.1 Fans 3.12
3.3.2 Ducting 3.18
4. Dust Collection 4.1
4.3 Equipment Selection 4.2
5. Dehumidification 5.1
5.2.1 Principles of Condensation 5.2
5.2.2 Determining Dehumidification Requirements 5.10
5.3 Selection of Dehmidification Equipment 5.14
6. Abrasive Blasting 6.1
6.2 Abrasive Blasting Equipment 6.1
6.3 Compressed-Air Drying Equipment 6.7
6.4 Abrasive Delivery and Storage 6.12
6.5 Abrasive Recovery Equipment 6.13
6.5.1 Selection Criteria 6.13
6.5.1.1 Portable Unit with Single-Chamber
Collecticm Tank 6.15
6.5.1.2 Mobile Unit with Single-chamber
Collecti= Tank 6.18
6.5.1.3 Portable Unit with Double-Chamber
Automatic Discharge Tank 6.19
7. Model High Production Abrasive Blasting and Coating Pier 7.1
Annex A - Suppliers List
Annex B - Selection of Abrasives
Annex C - Abrasive Cost Comparison
iv
LIST OF FIGURES
Page
3.1 Explosive Vapor Detector 3.9-

3.2 Schmatic of Centrifugal and Axial Fans 3.14
3.3 Schematic of Axial Fan 3.14
3.4 Centrifugal Fan 3.15
3.5 Duct-Axial. Fan 3.15
3.6 Branch Entry and Elbow Radius Design for Dinting Layout 3.20
3.7 Ventilation Diagram of Large Enclosed Spaces, Small Tanks,
and Multiple Tanks 3.24
4.1 Schematic of Venturi Wet Scrubber’ 4.3
4.2 Venturi Wet Scrubber Dust Collection -Unit 4.4
4.3 Reverse jet Continuous Duty Dry Fabric Collector Unit 4.5
4.4 Mobile Dust Collection/Dehurnidification System 4.6
4.5 Mobile Dry Cartridge Dust Collection System 4.6
5.1 Battery-Operated Psychron 5.5
5.2 Magnetic Surface Thermameter 5.5
5.3 Sample Psychrometric Report Form 5.6
5.4 Schmatic Dry HoneyCcmbe Dehumidification Principle 5.15
5.5 Model HC 9000 SEA Special Dry HoneyCombe
Dehumidification Unit 5.18
6.1 Portable Single-Chamble Multiple Outlet Blast Machine 6.3
6.2 Single-Chamber Multiple Outlet Blast Machine 6.3
6.3 Double-chamber Automatic Filling Principle 6.4
6.4 Double-chanber Automatic Filling Multiple Outlet
Blast Machine 6.5
6.5 Mobile Steel Grit Blasting and Recovery System 6.7
6.6 Schematic of Mobile Grit Blasting and Recovery System
in Operation 6.8
6.7 Compressed-Air Dryer and After-Cooler 6.9
6.8 Model for Compressed-Air Drying System 6.11
6.9 Pneumatic Delivery Truck 6.12
6.10 Delivery and In-plant Distribution System for Abrasives 6.14
6.11 Two Portable Vacuum Units with Single-Chamber Collection
Tanks Mounted on Stand 6.16
6.12 Portable Vacuum Units with Automatic Discharge Tank 6.17
6.13 Mobile Vacuum Recovery Truck with Single-Chamber
Collection Tank 6.18
7.1 Panoramic View of Model Blast and Coat Pier 7.3
7.2 1000 Ton Abrasive Storage Hopper 7.4
7.3 View of Ship Deck with Properly Installed Equipment 7.5
7.4 Schematic of Unit Coating Container 7.8
7.5 Cross-section Drawing of Ship Cargo Tank with
Blast-Coat Equipment Installed 7.9
7.6 Drawing of Tank Blast-Coat Operation 7.10
v
LIST OF TABLES
Page
Table I Ventilation Volumes Recomended to Maintain
Solvent Vapor Concentrations below 10% of the
lower Explosive 3.4
Table II Properties of Common Solvents 3.6
Table III Paint Vapor Concentration versus Ventilation Volume 3.11
Table IV Friction Loss Per 100 feet of Ducting 3.22
Table V Area and Circumference of Circles 3.26
Table VI Quick Dewpoint Reference Table 5.3
Table VII Wet Air Factor 5.12
Table VIII Dehumidifier Moisture Remove Rate 5.13
Table IX Comparison of Wet and Dry Desiccant
Dehumidifier Units 5.16
Table X Comparison of Typical DH Units 5.17
vi
1. Conclusions
1.1 Background
The advent of huge, complex ocean-going vessels represents millions of

dollars in capital investment. Corrosion prevention through blast-cleaning
and painting is essential for protecting the value of these ships as
capital assets and for prolonging the productive life of the vessels. Yet,
for the most part, few guidelines exist for planning critical protective
coatings (painting) operations during new construction, especially in high
performance areas, such as ballast tanks and enclosed areas.
Without exaggeration the blast-paint operation at sane shipyards can

be characterized as the dirtiest, most disorganize, wasteful and even
dangerous area in the yard. These conditions many times result from a lack
of guidance concerning basic principles and apparent lack of knowledge
concerning available technology and equipment. The net result is a stagger-
ing wastage of manpower, materials, and time.
An attempt to dispense with in-house painting operations by sub-

contracting blast-paint operations only provides a Short term solution,
since responsibility for coating failures or production delays ultimately
rests with shipyard management.
The only possible long-term solution to these problems is to approach

the surface preparation and coatings operation as a unified system. An
experienced professional manager, using a systems approach to planning and
Coordination of the total program, can:
● Modernize equipment
● Reduce dependency on other services
● Improve environmental renditions
1.1
The task of converting the blast-paint section into a profitable,
productive and clean department must become a high priority for managers of
U.S. shipyards. Economical modernization of this operation can be accom-
plished by otherwise successful companies. clearly, management plays a
critical role in the development of a professional, efficient, surfacs
preparation and coatings department.
1.2 Project Results
This project achieved the defined objective of creating a procedural

Handbook detailing ventilation rates and procedures required for the
surface preparation and painting of tanks and enclosed areas. This accom-
plishment is a step toward solving the problem areas discussed above. The
handbook on Surface Preparation and Painting of Tanks and Enclosed Areas
provides a tool which can be used by shipyard personnel to:
● Reduce labor hours for both blast-paint operation and for support
services and equipment.
● Write procurement specifications for capital equipment procurement
● Reduce worker exposure to hazardous conditions
● Reduce facility and equipment losses
● Plan more competitive painting operations
● Reduce catastrophic paint failures
● Reduce interference between crafts during construction
The net result will be a savings in dollars expended to produce ships.
1.2
1.3 Recommendations
1.3.1 Blast-Paint Department
Management should commit high-caliber, technically capable personnel

to the program to insure competency, efficiency and quality at all stages
of the operation. These personnel should include:
●A surface preparations expert trained in quality control to

coordinate between the shipyard and the ship owner. This individual
would also be responsible for the inspection of cleaned surfaces
and for monitoring dust-collection and dehumidification systems.
●A coatings specialist (ideally a chemsit) to review coating

specifications, oversee application, sample coatings both at
delivery and on finished surfaces, and maintain Ongoing data
records of the coatings performance under actual shipyard condi-
itions. This individual would aid in the selection of appropriate
coatings and preclude legal applications arising from coatings
failure.
● An instructor for an in-house program to train employees in the use

of blasting, ventilating, dehumidifying, painting and compressed-
air drying machinery.
General, components of the blast-paint operation which should be care-

fully considered by management are:
● Development of an overall organizational plan
● Develooment of a program check list to include all equipment
● Standardization of procedures and inspection techniques
● Establishment of a comprehensiver equipment maintenance program
1.3
● Coordination of transportation, delivery and storage of materials,
to include support logistics
In the drydock area, modifications might include such things an end-

ramp access so that equipment could be moved in and out without a crane, an
elevator or other personnel lifting system between dock and deck, increased
electrical services and installation of a high-volume compressed air piping
system. Such improvements would result in a marked reduction of down-time
during the blasting and coating operation.
Finally, a carefully designed permanent installation is (see Section

7) practically a must for the efficient completion of major jobs. The
essential elements of a Properly designed facility are:
Large, enclosed space providing protection from the weather
Equipment to control ambient air renditions
Adequate utility hook-ups for electrical, water, compressed air and

other services
Permanent, properly designed ventilation system
State-of-the-Art abrasive blasting and handling machinery perma-

nently installed for maximum output
Railroad track locatd next to the shelter for materials and

equipment transport. Section 7 discusses one way of establishing a
well-organized operations base for large blasting and painting
jobs.
1.4
1.3.2 Naval Architects and Marine Engineers
Naval architects and marine engineers must be the aware of problems

faced by the shipbuilding/ship repair industry and encouraged to incor-
porate design changes which facilitate construction activities. Some
suggestions are:
● Constructing permanent scaffolding supports in tanks
● Placing permanent openings in bulkheads
● Providing larger, more conveniently located hatch or cargo covers

on deck.
These changes vaild greatly improve materials and personnel access for
future maintenance activities.
1.4 Cost Savings
By using the handbook published as a result of this study and by

systmatizing the blast-paint operations as recommended, shipyards should
save 30% to 50% of blast-paint operational rests. Generally, cost-savings
will result in the following areas:
● Reduction of support services required. By utilizing the proper

equipment and by making recommended modifications to existing
facilities, dependence on support services would be significantly
reduced. LOst prduction time waiting on required services (cranes,
air hookup, water, etc. ) would be eliminated.
● improvement of environmental conditions. Many costly problems and

delays are used by the messy, dirty conditions associated with
the blast-paint operation. These include contaminated air, high
worker turn-over, non-compliance with governmental health and
safety regulation, disposal of wastes, and constant housekeeping.
1.5
Recovery and reuse of abrasive. Specialized equipment can enable
the department to utilize inexpensive abrasives for some jobs in
addition to recovering and recycling more expensive abrasive--
materials for other jobs. Reducing expenditure of rapidly consumed
abrasives can add up to surprisingly large savings. (See Annex c).
Improvement of quality. Catastrophic coatings failures can obvi-

ously result in enormous costs for shipyards. A systematic approach
to the total blast-paint operation, using proper equipment, correct
procedures and careful record-keeping will assist in avoiding
premature paint failures.
1.5 Summary
Preparing surfaces of enclosed tanks for coatings, including necessary

ventilation and air treatment operations, is but one part of the construc-
tion and repair of a ship. However, it must be recognized, that these
operations are just as essential as those performed by fabrication,
mechanical or other shipyard manufacturing departments.
The blast-paint department depends on many support services and a

variety of specialized equipment to complete projects. Technology is avail-
able which can correct both the environmental and worker safety problems
associated with abrasive blasting in shipyards. This technology can be
expensive, but ignoring the problems will be more expensive.
It is recognized that there are many possible ways to solve existing

problems or meet defined objectives. This report provides one proposed
process by describing equipment and by outlining procedures which are now
available to the modern shipyard.
1.6
2. Use of the Handbook
An attempt has been made to organize this handbook in such a manner as

to the reading easy and data presentation logical. The discussion
proceeds from ventilation through dust collection and dehumidification to
abrasive blasting. Section 7 discusses a model abrasive blasting and
Painting pier which utilizes the principals presented.
The sciences of ventilation, dust collection, dehumidification and

abrasive blasting and painting are each extremely sophisticated engineering
fields. This handbook will not qualify the reader as an expert in any of
these disciplines, but it does present certain basic principles, that, then
followed, will help assure a well planned operation.
The reader should follow the presentation as written. If dust

collection and/or dehumidification are not deemed to be required, then
these sections can be scanned. However, be forewarned that a simple
statement that these operations are luxuries and not necessary without
verificaticn through actual measurement will lead to many disastrous
experiences.
Each section of the handbook maintains a technical discussion followed

by equipment selection. The technical discussion includes examples and
sample calculations. In many cases, a simple substitution of different
numbers, depending on job size, is all that is necessary to obtain required
planning factors. The equipment selection discussion describes equipment
characteristics. Knowing the calculated planning factors and equipment
characteristics a lead to the proper equipment selection for a given
blast-paint operation.
2.1
3. Ventilation
3.1 Introduction
There are two primary proposes for ventilating tanks and enclosed
areas :
● Operator health and safety

• Operator visibility
These purposes are accomplished by removal of contamination air from the

space and replacement of fresh air to the space. Where dehumidification
and/or dust collection is indicated, ventilation is the basic component of
a total air treatment system.
3.2 Technical Discussion
The following sections present general guidelines for determining

ventilation requirements. Later sections discuss the design of the
air-handling system to meet specific ventilation objectives. Additional
detailed design information is contained within Industrial. Ventilation - A
Manual of Recommnended Practice. That manual, which is published by the
American Conference of Governmental Industrial Hygienists and endorsed by
the Sheet Metal and Air Conditioning Contractors National Association, can
be obtained from the Committee on Industrial Ventilation P. O. Box 453,
Lansing Michigan 48902.
3.2.1 Ventilation During Abrasive Blasting
The amount of ventilation required during blasting depends on the

following four variables. Percentage figures indicate the relative im-
portance in calculating requirements:
● Size of tank (cubic feet ) 60%

● Number of blast operators 15%
● Amountof corrosion on tank surface 15%
3.1
● Dusting or breakdown characteristics of abrasive 10%
(see Annex B for discussion of Abrasives)
Ventilation is measured in terms of the volume of air movement over

time, expressed as cubic feet per minute (CFM) . A general guideline to.
providing an adequate environment in closed tanks would be one (1) complete
air change every three minutes during the blasting operation. For example,
a centerline or “Jumbo” tank with a 100,000 cubic foot capacity would
require. approximately 33,000 CFM of ventilation. Generally speaking, the
greater the number of complete air changes, within reason, the better the
resulting visibility in the tank.
Any one of. the listed variables can significantly affect renditions
inside the tank. For example, if the amount of dust beinq generated
increases due to an excessively corroded tank surface and/or high abrasive
breakdown, the supervisor can compensate for these coditions by changing
one or more of the other variables. He may choose to decrease the number of
blast operators, stop blasting and mechanically descale the tank to improve
surface conditions or increase the amount of ventilation in the tank.
Unlike ventilation for paint or welding fumes, dry airborne dust

created by abrasive blasting consists of relatively large particles. Since
the particles can be sea, it is easy to monitor the success of the
ventilation system in removing dust. A more detailed discussion of the
ranges of abrasive breakdown characteristics, tank surface conditions and
cleaned surface, standards will be described in Section 6, Annex B and Annex
c.
The balancing of in-g and outgoing air is an important aspect of a

ventilation system. If clean air is blown into the tank while muchless
dirty air is being extracted, the result is air turbulence. The dirty air
will subsequently be blown out any crack or opening in the tank. Similarly,
the extraction of too much air relative to treated incoming air will result
in inproper dehumidification for condensation control. Air circulation
balance is achieved then the total amount of incoming air, treated or un-
treated, equals the total amount of air being exhausted. Conditions within
3.2
the tank, i.e., visibility, temperature or humidity, are thus maintained
within a predictable, controlled range of efficiency and in accordance with
safety requirements.
3.2.2 Ventilation During Painting
During painting operations in confined spaces, the air in these areas

becomes laden with paint overspray and solvent vapor. The health and safety
hazards presented by these conditions dictate that ventilation requirements
be carefully calculated and subsequently monitored throughout the painting.
operation. To better understand the calculation of ventilation require-
ments, the following two definitions are necessary:
LOWER EXPLOSIVE LIMIT (LEL) : Ihe lower limit of flammability or

explosibility of a gas or vapor at ordinary ambient temperature expressed
in percent of the gas or vapor in air by volume.
THRESHOLD LIMIT (TL) : The values for airborne toxic materials which
are to be used as guides in the control of health hazards and represent
time weighted concentration to which nearly all workers may be exposed 8
hours per day over extended periods of time without adverse effects.
Whereas regulatory requirements dictate that the ventilation volumes

be sufficient to dilute solvent vapor to at least 25 percent of the lower
explosive limit of the specific solvent being sprayed, 10 Percent is a more
commonly used design factor which insures explosion and fire prevention
under varying conditions. Table I contains ventilation volumes recommended
to maintain solvent vapor concentratons below 10 percent of the LEL for
representative tank volumes.
3.3
Table I
Ventilation Volumes Reccommended To Maintain Solvent Vapor

concentrations Below 10% of the Lower Explosive Limit.
Tank Volume (Cu. Ft. ) Ventilation Volume (CFM)

670 1,000
1,340 1,200
2,000 1,500
2,800 2,000
5,600 2,500
8,400 3,000
11,200 4,000
14,000 5,000
28,000 6,000
56, 000 10,OOO
84,000 15,000
112,000 20,000
168,000 30,000
3.4
In addition to safety factors, paint overspray can accumulate in
enclosed tanks a blind workers wiht a dense particle fog. As in blasting,
a relatively large Volume of ventilation is necessary to maintain visibil-
ity and insure production efficiency.
It is important to note that the ventilation objective for abrasive

blasting recommended in Section 3.2.1, (approximately one air-change every
three minutes) will, in most oases, maintain solvent vapor concentrations
below the required percentage of the lower explosive limit, as well as
maintain good visibility. By using the guidelines contained within this
handbook and by requiring workers to USe respirators for painting, the sane
ventilation system can, in most oases, be utilized for both blasting and
painting operations. It must also be remembered that ventilation require-
ments extend through the paint curing process.
The next two sections contain information on how to calculate LEL and
TL. Table II contains current information on the LEL and TL for some common
solvents. Since these limits are subject to change, the latest Federal
Regulation should be used to calculate actual requirements.
3.2.2.1 Lower Explosive Limit
Most paints used in marine applications contain solvents which rapidly

evaporate during spraying. As stated above, sufficient air must be ex-
tracted from the tank during painting to limit the concentration of the
flammable solvents to no more than 25% of their lower explosive limit
(LEL) . The following example is used as a guide in demonstrating the
principles involved in calculating required. ventilation volumes for
specific solvents. Toluene is selected as the representative solvent.
3.5
Step One - Calculate Dilution Volume
The minimum amount of air required (dilution volume per gallon of

solvent, in cubic feet) is obtained from the following equation, where. vs
is the cubic feet of vapor per gallon of solvent:
4 (100-LEL)VS
Dilution Volume (cu. ft.) =
By selecting the appropriate values for LEL and vs from Table 11, the
dilution” volume required per gallon of toluene solvent is calculation as
Dilution Volume = 4(100-1 .4)30.4

1.4
= 8,564 cu. ft. of air per gallon

of toluene
Step Two - Calculate Ventilation Volume
The required Ventilation Volume, in CFM, is found by multiplying the

dilution vol- per gallon of solvent by the number of gallons of
solvent evaporated per minute.
Ventilation Volume ( CFM) =
Dilution Volume (cu. ft. ) x gal. of solv. evap.

gal ., of solvent nun.
In our example, several workers are painting in an enclosed tank. They

are applying toluene thinned paint at a combined rate of one gallon per
minute (gpm). The paint is 40% solvent. The ventilation volume required
to maintain the solvent vapor concentration in the tank safely below the
LEL is calculated as follows:
Ventilation Volume =
8,564 cu. ft. x l gpm paint x O.4 gal solvent

gal . of Solv . 1 gal. paint
3.7
Ventilation Volume = 3,426 CFM (for toluene)
This ventilation volume is the minimum amount required to prevent the

hazardous accumulation of flammable paint vapor.
The important factors to remember in determining the minimum ventila-

tion volume to prevent explosions are:
o % T h e rate at which the paint is being applied (gallons per minute),
o The amount of flammable solvent in the paint.
Tank size is not the controlling parameter. However, in larger tanks a

greater amount of paint vapor would probably be generated due to the
increased number of workers. Water-based painting requires almost no
dilution volume to prevent explosion since these paints contain only 1% to
2% flammable solvents.
3.2.2.2 Explosive Vapor Detection
Two basic types of devices are used for explosive vapor detection. The
type primarily used in the petrochemical industry is equipped with a heated
catalytic element which is a possible source of ignition. As a safety m-
easure, the element is protected by a fine mesh “Davy” screen that prevents
flame propagation. Temperature of the heated element increases during
exposure to a flammable atmosphere resulting in degradation of the sensing
element. ThiS characteristic necessitates frequent recalibration. When
located in an area where paint can deposit on the sensor, an additional
problem is created. The fine screen is readily clogged by paint which
requires frequent removal for cleaning.
The detection principle reccomended for shipboard tank applications

uses a “cold sensor” whihc does not degrade with time or exposure to
flammable Vapors. No protective screen is used. The sensing element housing
protects the instrument from physical damage. Sensitivity to paint solvents
3.8
is god, and the electronic alarm circuitry is simple and rugged. Since the
detection element is not heated, power consumption is much lower than with
heated element types. Portable battery-operated units can operate units
several days before requiring recharging. See Figure 3.1. Simple construction
tion and operation make this instrument suitable for fixed installation
such as hood exhausts or duckwork which are not accessible for service and
maintenance.
The use of these instruments and the determination of hazardous

conditions should be restricted to individuals trained certified as
'Competent Personnel'.
Figure 3.1: Explosive Vapor Detector
3.9
3.2.2.3 Threshold Limit
Limiting the flammable paint vapor concentration to 25% of the LEL is

sufficient to prevent explosion hazard, but this concentration is too high --
for workers to breathe. Additional ventilation must be provided to reduce-
the paint solvent vapor concentration below the maximum levels allowed for
workers on a routine basis. This concentration, called the threshold limit
(TL), varies with the individual solvents used. A listing of the values
for various solvents is contained in Table II. The dilution volume per
gallon, of solvent required to maintain a concentratiocn below the threshold
limit is given by:
Dilution Volume =(1OO-TL) v

TL s
Where TL is expressed in percent by volume of air and vs is cubic feet
of vapor per gallon of solvent.
The dilution volume for the threshold limit of toluene solvent can be
calculated as follows:
Dilution Volume = (l00.0.02)

0.02 30.4 cu. ft.
= 151,970 cu. ft.
Referring back to the previous example in paragraph 3.2.2.1 the ventilation
volume rate required to maintain the vapor concentration below the TL
requires 60,790 CFM as calculated below:
Ventilation Volume
151,970 cu. ft. 0.44 gal. SOIV.

=
gal . of Solv . x 1 gpm paint x
gal. paint
= 60,790 CFM (for Toulene)
This ventilation volume is the minimum required to maintain tank at an

acceptable TL value.
Table III shows graphically the resultant paint Vapor conncentration

for various ventilation volumes.
3.10
Maintaining the paint vapor concentration below the threshold limit
requires extremely large volumes of fresh air, generally more than required
for LEL maintenance or blasting generations. These volumess are difficult to
provide due to air-handling equipment space limitations and cost, especial,
ly when dehumidification of the incoming air is necessary. An alternative
solution is to require workers to use respirators when applying solvent-
based paints in tanks. Another alternative is to limit the paint applica-
tion rate to coincide with the required blasting ventilation volume. The
same ventilation equipment can then do an effective job for both
operations.
As stated earlier, water-based paints require only a small fraction

(about 5%) of the ventilation volume required for solvent-based paints.
This can be easily provided by the blasting ventilation volume.
3.3 Equipment Selection
Proper ventilation consists of equipment for moving air, equipment for

directing or channeling tile air and the efficient setup of this equipment.
The following paragraphs discuss the principles of air movcment and the
proper selection of equipment necessary to effect efficient operations.
3.3.1 Fans
Fans are used to ventilate tanks by exhausting dirty air and/or by

blowing in fresh air. Fans can be selected from a wide variety of sizes
and types for different applications. The most important factors involved
in determining the fan requirements are:
Type of ventilation system required
Amount of ventilation required
Static pressure required
Available space
3.12
Generally speaking, the objective is to choose a fan which provides
required air volumes at proper static pressures with minimum horsepower and
space utilization.
The two preferred types of fans for marine ventilation are duct-axial
and centrifugal. See Figures 3.2 and 3.3. Compressed air driven fans are
also commonly used by shipyards for general ventilation. Hbwever, air
driven fans have low efficiency rating relative to power requirements and
are therefore not suitable for moving the large volumes of air.
If the fan is to be used simply to ventilate the tank with ambient,

untreated air, the duct-axial fan is the best @ice. This fan is ideal for
portable applications where large volumes of air are blown or exhausted
through only 50 to 100 feet of ducting at low static pressure. Having a
simple heavy-duty design, the duct-axial fan can be successfully operated
in abrasive and dirty renditions. These fans are available in ranges of
10,000 to 50,000 CEM capacity. Due to their loW static pressure ratings,
they require minimum horsepower (3-1OHP). In addition, duct-axial fans can
be mounted either vertically or horizontally. Fans used for blast-paint
operations should always be ordered with explosion-proof electric motor and
spark-resistant construction. See Figure 3.4.
Centrifugal fans are capable of moving large volumes of air at high

static pressure, and therefore, are used in conjunction with dust Collec-
tion and dehumidification systems. These fans can operate efficiently when
Connected to ,long runs of duct work. The increased static pressure capabil-
ity of centrifugal fans result in increased horsepower ratings (25-250+HP).
See Figure 3.5.
3.13
Figure 3.2: Centrifugal Fans - Air enters the center of the impellers in
an axial direction and is discharged by the impellers radially through the
fan outlet. It is generally used When high static pressures are required,
above 10-15 inches water column.
AIR
FL O W
Figure 3.3: Axial Fans - Air enters and discharges in a straight line,
parallel to - fan housing. It is generally used when a high volume of air
is required, with the fan occupying the least amount of space.
3.14
The required fan capacity can be calculated based on the size of the
tank and the frequency of air changes necessary for adequate visibility.
For example, an air damage every three minutes in a typical 50,000 cu. ft.
wing tank would require a fan capacity of 16,500 CEM. A 100,000 CU./ft-
centerline tank would require a fan capacity of 33,000 CFM for the same air
change frequency.
Fan capacity specifications are based on standard cubic feet per

minute (SCEM) ratings. A SCEM represents one cubic foot of air at 70°F
moving at a rate of one foot per minute. Air cooler than 70°F, and there
fore denser, moves slower through a fan than warmer air. Also more horse-
power is required to move a given Volume at a given rate of cold air than
of warm air.
Fans are designed for varying maximum static pressure potentials. Fan
static pressure is required to overcome the resistance or friction of air
moving through ducting. Figures 3.4 and 3.5
Static pressure requirements are calculated based on the size, length,

and number of bends of the ductwork. Size is the cross-sectional dimension
of the duct. To demonstrate the effect of bends and elbows on static
pressure loss, one foot of 18” duct with a 90 deg. elbow has the equivalent
resistance of approximately 28 feet of straight duct. Static pressure
requirements are also increased by air passing through air treatment
equipment. The static pressure requirement for a fan should be determined
after the ducting and equipment layout for the ventilation system has been
designed.
As an example, assume a fan must blow 9,000 CFM of air through a dust
collection unit and 200 feet of 18” flexible ducting. The dust collector
and the size and length of ducting each result in a 5” loss of static
pressure for a total pressure loss of 10”. Therefore the fan must have at
least 10” of static pressure potential in order to maintain the 9,000 CFM
required. See Table IV, for friction loss per 100 feet of various sized
duct
In many cases, the rated fan static pressure may be sufficient to
pull or push the air in the volume required. Generally, duct-axial fans
used in single-purpose ventilation systems should have at least 1“ static
pressure capability, and preferably 2“. Centrifugal fans used with dust
collection equipment should be ordered with a minimum 12” static pressure
rating.
In a well-designed, permanently installed air handling system, fans

can be located at practically any distance from the tank and still operate
efficiently. However, on jobs of short duration where portability and ease
of installation are desired, the fan should be placed as close to the tank
as possible in order to reduce the amount of ductwork required. Duct-axial
fans can be ordered with special adapters enabling then to be mounted
directly into ‘Butterworht’ openings and cargo hatches. Ideally the exhaust
fan(s) should be placed over the ‘Butterworth’ opening(s) and ducted to two
sides of the tank bottom. Fresh air should be blown into the tank through
the cargo hatch. This arrangement will distribute the clean air uniformly
through the tank and through the same passage operators use to enter and
exit.If deck space is severely limited fans may be platform-mounted. If
possible, fans should be isolated from commiunication areas because of high
noise levels.
Installed fans Should be checked periodically with a manometer. This

device measures air flow. Measured reductions in air flow of an installed
system can be indicative of wornm parts such as impellers or destructed
ducts .
In In summary, the most flexible type of fan for ventilating tanks with
ambient air is the duct-axial type with a rated capacity of 30,00040,000
CFM, 2" of static pressure and a 4248” spark-proof case. Centrifugal fans
with greater capacity for static pressures are primarily designed for use
in air-treatment systems. Exact specifications will depend on the layout
of the ductwork and/or treatment systems.
3.17
3.3.2 Ducting
Well-designed and Properly laid-out ductwork is essential to an.

efficient air handling system. Ducting design requires a thorough knowledge_
1
of requirements , accurate data on equipment performance specifications,
accessibility, duct length and weight and volume of material to be moved
i.e., abrasive dirt, solvent fumes, etc.
The two main areas of design criteria for ducting are:
● Sizing, including factors of CFM, static pressure, velocity

requirements, and fan specifications.
● Layout, including type of job, ducting material,placement, and

monitoring of the system.
The general objective for the ductwork design is a system of the

smallest dimensions which combines the lowest practical static pressure
requirements with sufficient velocity to transport the airborne materials.
3.3.2.1 Sizing
Sizing is the most critical consideration in selecting ducting because

it determines, thethw the actual CEM, static pressure, and velocity of the
air-f low in the finished ventilation system meets established design
objectives.
For detailed information pertaninig to duct design, consult Industrial

Ventilation: A Manual of Recommended Practices
3.18
Four factors must be considered when selecting duct size:
● Air volume in CFM

● Distance air is to be moved
● Static pressure limitation of available fans
● Air velocity requirements
With these four pieces of information, Table IV can be used to select

the proper duct size.
As discussed earlier, air volume requirements are based on the size of

the confined area and the characteristics of the material requiring
venting. The distance the air is to be moved is simply the length of the
ducting. Normallya fan which best meets the air volume requirements is
selected from the existing capital inventory. The static pressure rating of
the selected fan then becomes a design parameter Which must be considered
in the final ducting size selection.
Velocity calculations are based on the characteristics of each type of

materiel to be vented. If the duct is too large, resulting in a decrease in
critical particle velocity along the length of the ducting the suspended
material will fall out of the air-stream and build up in the bottom of the
duct. As the duct fills, the ventilation capacity of the system is severely
reduced and there is danger of the duct collapsing. As a rule, airborne
dust resulting from abrasive blasting requires a critical particle velocity
of 3,500 FPM.
Static pressure loss along the length of the ducting is dthectly

related to the size (internal cross-sectional area) of the duct. If the
duct is too small,the static pressure required to offset frictional losses
may overload the fan capacity, resulting in a reduction of air volume
moving through the system. It must be remembered that as static pressure
requirements increase, more energy (HP) is required to operate the system.
Excessive energy requirements not only increase cost but may also restrict
ventilation equipment usage at same locations within the yard.
3.19
Same examples of static pressure loss for various types and sizes of
are as follows (assume 9000 CFM ventilation requirement):
● 18” smooth ducting will generate 1.7” of static pressure d r o p

100' of duct, and will provide a velocity of 5,000 FPM. (See Table
Iv)
● 18" flexible ducting has a static pressure drop of 2.8” per 100’.
Adding one 90 degree bend along 103’ will increase static pressure
‘ d r o p t o 3 . 2 ” . Two balds along -200‘ increases to 8.4” and three
bends along 3(X) increases to 12.6". the cross-sectional
‘area inside the flexible ducting, due to irregularities,
increases the velocity to 5,500 FPM as to the smooth
ducting (see figure 3.6 for proper branch entry and elbow radius/
designs).
● 24” smooth ducting has a static pressure drop of 6” per 100’.

However, velocity at the velocity CFM is 3,200 FPM, which would be
marginal to transport abrasive dust. The air volume would have to
be increased in order to move grit dust through this duct size.
(Accurate static pressure figures for various CFM and duct sizes
can be obtained from manufacturer’s specifications) .
Example: A ship tank is scheduled for abrasive blasting. The size and
configuration of - tank is such flat 30,000 CFW of air and 300' of duct
are required for proper ventilation. The available fan is a 30,000 CFM
duct-axial. rated at 2" static pressure.
Step One: Look at Table IV. Select the line on the y axis which repre-
sents 30,000 CFM. As can be seen from the table, duct sizes
from 20" to 80" in diameter diameter will carry the required air
volume.
Step Two: Calculate the maximum allowable static pressure drop for each
100‘ of duct based on fan rating. This allows use of Table IV
3.21
which is expressed in frictional loss in inches of water
(static pressure) per 100’ of duct lenght.
300' ÷ 100' = 3 lengths of 100'
2.0" static pressure + 3 length = .7” per 100’ allowed
Step Three: Again leek at Table IV. Follow the x axis to the paint which
corresponds to a frictional loss of .7. Trace up this line to
the intersection of the line which corresponds to 30,000 CFM.
The diagonal line which intersects with x and y axis and
represents 'in. duct diam. ' reads 34. Therefore, the appro-
priate size duct appears to be 34”.
Step Four: Verify that the duct size selected will maintain the proper
velocity to keep abrasive dust suspended-3,500 FPM) . The FPM
velocity line in alSO a diagonal line. As can be seen, the
velocity of the air ranges from 4500 to 5000 FPM which is in
excess of the minimum velocity required to transport abrasive
dust (3500 FPM) .
Solution: In this ample the 34” ducting would be the correct choice.
In conclusion, ducting which is not carefully and properly sized will

greatly reduce the efficiency of the total ventilation system, and will
result in problems related to equipment, visibility and worker safety.
3.3.2.2 Layout
When blasting marine tanks, the operator is faced with many different
types of applications and tank configurations around which the ducting
layout must be designed. To allow for maximum portability and ease of
set-up and breakdown, the yard should stock ducting components in a variety
of sizes and quantities. However, the shipyard should have some standard
systems which are designed for the most frequent types of jobs.
3.23
In many cases, ventilation air is not distributed uniformly through
the tank. As a result, only parts of the tank are properly ventilated,
while other areas remain contaminated . Clean air must be ducted into the
tank in such a manner that the ductwork extends down no more than 6“ below
the tank top. Since the heavier airborne dust particles tend to settle to
- bottom of the tank, the dirty air removal duct should be positioned in
such manner that the pick-up opening is near the tank bottom. This
arrangement permits the dust particles to naturally fall toward the bottom
of the tank and be exhausted much faster than if the pick-up point were
-
positioned higher in the tank. The duct openings should be separated as
much as possible. See Figure 3.7.
Figure 3.7: Ventilation Diagrams of Enclosed Spaces, Snail Tanks

and Multiple Tanks
3.24
Some tank configurations and/or production requirements necessitate
ventilation between tanks. This can be accomplished by cutting access holes
through common bulkheads or through decks. These access holes are particu-
larly advantageous when setting up a complete tanker job. The resulting
cross-ventilation saves considerable time through standardization of duct
sections. Blanks can be used to close off outlets or inlets when not in
service. This practice also provides additional access entrances to each
tank and avoids the constant problem of personnel ard materials competing
fora too little space.
Metal ducting should be used for all straight runs. Flexible fabric-
reinforced ducting, which is more expensive and is subject to high wear and
tear, Should be used for inking connections to machinery and to small,
inaccessible tanks. Round duct is usually the best choice because it
maintains a uniform air velocity and withstands higher static pressure. All
duct work for tankblasting ventilation should be durable yet light for
optimum portabilityo
After the system has been installed, periodic inspection of the

ductwork should be made to insure air-tightness. In addition, every new
system Should include access for measuring devices tO monitoring
velocity, CFM and static pressure at various points along the ducting.
The Pitot tube is the standard air velocity meter. By multiplying the
velocity reading in FPM by the cross-sectional area of the duct in square
feet, the actual CEM at that point can be calculated. For example, at a
point on a straight run of 18” ducking, the air velocity is measured to be
3,200 FPM. The 18” round duct has a cross-sectional area of 254.4 square
inches, or 1.76 square feet. The CFM at that Point would be 3,200 X 1.76
square feet or 5,632 CFM. See Table V for area and circumferences of
circles. A manometer is used to measure static pressure.
If measurements of CFM, static pressure, and velocity reveal that

ventilation objectives are not being met, modification or repair of the
ductwork and/or the fan may be necessary. A common problem with fans used
3.25
for blasting ventilation is worn impellers caused by abrasive dust. If the
fan does not have sufficient capacity, ducting must be straightened or
shortened. The problem may also be caused by improperly sized ducting,
constrictions or air leaks.
Ducting that has been used for ventilation during painting should be
inspected for paint build-up on the interior surfaces before it is used for
blasting ventilation. Friction created by the abrasive dust combined with
flammable paint solvent particles can create a fire hazard. In addition,
excessive paint build-up will receive the efficiency of the ventilation
System.
In this section, basic procedures and guidelines have been given for
general marine tank ventilatione Examples for the most part have been for
ventilation of ambient, untreated air. The next section will identify the
components of the dust collection system, which cleans the dust-laden air
exhausted by ventilation.
3.27
4. Dust Collection
4.1 Introduction
The utilization of dust collection equipment to clean contaminated

exhaust air resulting from manufacturing activities is an existing tech-
nology with widespread use throughout the world. The possible exception is
shipyard adaptation of dust collection for blast-paint operations. If
properly used by shipyards, dust collection will eliminate many of the
problems associated with Contaminated air from abrasive blasting and
Coating; operations, will insure compliance with EPA and OSHA regulations
will substantially reduce job-site housekeeping.
Current or pending federal legislation may seen force every shipyard

contractor to clean the contaminated air generated by abrasive blasting
painting. ClearlY, management would be well-advised to begin assessing
requirements and identifying dust collection equipment which will must
efficiently meet existing and potential regulations.
There are three types of dust collection equipment which are adaptable
to shipyard blast-paint operations.
● wet scrubber
● Dry Fabric
● DrY Cartridge
Wet scrubbers impinge the dust-laden air with moisture, wetting the
dust and causing it to settle due to increasd weight. The resulting sludge
is drained of moisture and discharged by conveyor from the machine in a
semi-dry condition. One reccomended type of wet collector is of the venturi
design. This design combines high constant efficiency and portability with
low operating costs and low operating noise levels.
4 1
Dry fabric (baghouse) collectors use a series of fabric bags which
filter dirty air drawn across or through the banks of filter elements
(bags) . The retained dust is then removed at regular intervals by blowing
compressed X through the fabric bags, by shaker or by vibratirg systems .
The dislodged dry dust then falls into hoppers for disposal. Reverse- jet
continuous duty dry fabric dust collectors are reccommended for shipyard
applications because of the high humidity conditions. This design provides
increased air flow and, therefore more complete cl caning of the filter
media. However, this system has a higher initial cost and requires more
maintenance.
Dry cartridge systems collect and discharge dust in the same manner as
dry fabric or baghouse systems but have capacities of only 5-10,000
CFM. Because the cartridge is rigid in the collector, the filter media does
not require removal. for transport. Cartridges are replaced as necessary.
4.3 Equipment Selection
The most important selection criteria for dust collection equipment in

the shipyard are as follows:
o Portability
o CFM and static pressure requirments
o Type of particles handled
o Efficiency and consists
4.3.1 Portability
Portability is a crucial consideration in selecting dust collection

equipment, and includes factors such as machine size, transportability,
set-up time and ease of placement.
If the shipyard frequently handles individual tank blasting jobs

and/or multi-tank projects, a wet venturi system would be a good choice.
This 25,000 CFM unit is compact (13.75’ high X 8’ wide X 18’ long), with a
dry weight of approximately 12,000 lbs. The wet scrubber can be transported
completely assembledo Because the fan is mounted on top of the machine,
extra ducting is not required between the fan and scrubber. The unit can be
disassembled or reassembled in about 8 man-hours. The removal of the fan
and transition piece make it a legal load for transporting outside-the
yard. Due to a low center of gravity, the unit can be located ship
without problems. See Figures 4.1 and 4.2. The primary limitation of the
wet venturi system is that it cannot be used with dehumidification equip-
ment. The moisture laden air increases the load on dehumidification equip-
ment. When projects dictate dehumidified air, the dry fabric or cartridge
collector is the recommended choice of equipment.
1 – CUSTOMER’S INLET DUCT 10 – FAN MOTOR

2– INCOMING DIRTY AIR 11 – PUMP DISCHARGE
3 – WATER DISTRIBUTOR 12 – PUMP
4 – ADJUSTABLE RECTANGULAR VENTURI 13 – PUMP INLET
5 – WASH SECTION 14 – SLUDGE CONVEYOR
6 – SOLUTION TANK 15 – CUSTOMER’S SLUDGE CONTAINER
7 – MOISTURE ELIMINATORS 16 – SLUDGE CONVEYOR DISCHARGE
8 – FAN 17 – SLUDGE CONVEYOR DRIVE
9 – OUTGOING CLEAN AIR
FIGURE 4.1 - Schematic of Venturi Wet Scrubber

FIGURE 4.2: Venturi Wet Scrubber Dust Collection Unit - 25,000 CFM
The standard design of the dry fabric collector is less suitable for
portability than the wet venturi or dry cartridge equipment, i.e., a 25,000
CFM unit is 27’ high x 12’ wide x 25’ long and weighs about 13,000 pounds.
It has a much higher center of gravity making it unstable when placed on
the ship deck. If a dry unit is to be remved or transported, the bags
usually should be removed to avoid tearing. Bag removal is a dirty and
unpleasant task. In most designs, the fan and rotor are not mounted on the
unit . These must be disconnected and transported separately for moving.
Approximately 150 manhours are required to set-up or disassemble a 25,000-
CFM unit. Frequent handling of this type of unit will result in increased
maintenance and repair costs. See Figure 4.3.
4 4
FIGURE 4.3: Reverse-jet Continuous Duty Dry Fabric Collector Unit
- 70,000 CFM
The dry fabric collector is most efficiently utilitized in semi-

permanent, pierside, barge-mounted, or railcar-mounted arrangements.This
system is also appropriate for large capacity permanent installations.
For individual tank jobs requiring dehumidification, a combination of

dry cartridge and dehumidification units (10,000 CFM each unit) represents
a high-performance, totally portable system. (See Figure 4.4). The dry
cartridge dust collector system is also ideal for trailer-mounting because
of its compact design. A system of up to 40,000 CFM (consisting of four
10,000 CFM units) can be mounted complete with fan and motor on a single
40’ trailer. Since the cartridge unit can be moved without disassembly,
this system can be transported on roads as well as within the shipyard.
4.5
FIGURE 4.4: Mobile Dust Collection/Dehumidification System
- 10,000 CFM Each Unit
4.3.2 CFM and Static Pressure
Each type of dust collection system can be assembled with high static
pressure fans to accommodate long runs of ducting. However, the Wet Venturi
Scrubber is restricted to a 50,000 CFM volume capacity as the largest
practical single unit. .Because of their modular design, single units of the
dry fabric system can be designed with a Capacity in excess of 100,000 CFM.
FIGURE 4.5: Mobile Dry Cartridge Dust Collection System- 40,000 (2’FM
4.3.3 Type of Particles Handled
Dust created by abrasive blasting institutes a moderate load of fine

to medium sized particles. Both dry and wet systems are well-suited to
handle these particles. However, the dry fabric collector cannot efficient
ly handle wet particles as they tend to clog the filter media. This problem
limits the use of dry fabric collectors during matings applications
because the overspray is wet. If air ventilated durirg painting is to be
cleaned by a dry fabric colector, an exdpendable paint arrestor filter
should be used to filter the air before it is exhausted to the collector.
Wet paint will quickly clcg and "blind" the bags.
The wet collector can handle both dry and wet particles. The slightly
damp sludge resulting from the wet scrubber system is easier and cleaner to
handle than the discharge from the dry system. The dry dust discharge can
create a secondary air pollution problem during disposal.
4.3.4 Efficiency and Costs
In terms of efficiency, operating most, and maintenance, the Wet

scrubber offers several. advantages. It runs at a constant efficiency, has
heavy-duty instruction with few moving parts, requires less maintenance
and has lower replacement rests. The unit is also easily accessible for
repairs and external inspection. The wet unit can be installed for all-
weather, year-round operation. The efficiency of the wet scrubber is not
affected by air moisture in humid areas, although the use of water may
introduce corrosive conditions within the collector. When ordering
scrubbers, a corrosion-resistant mating such as a coal tar epoxy should be
specified for all internal metal surfaces. The scrubber requires both
electrical and wter service hook-ups, although water used by the unit is
recirculated.
In comparison, the dry system will operate efficiently only when air
conditions are dry enough to prevent condensation or moisture deposits on
the fabric. Under humid renditions, dust will cake on the bags, resulting
in loW efficiency and possible damage to the filter media. All openings and
4.7
fittngs on the suction side of the ductwork should sealed against
moisture. The unit has a large number of parts and assemblies with limited
accessibility which results in increased maintenance rests. An additional
hazard of the dry system is the possibility of a “bagtiuse” fire. The
ferrous oxide contained in blast dust residue may under certain conditions
spontaneously ignite. Use of the wet scrubber system for abrasive blast
air-cleaning eliminates the possiblity of collector fires.
4.3.5 Summary
In summary, actual equipment selection should be based on the per-

formance requirements of the intended application. As a general selection
guideline:
● For jobs requiring multiple units and volume requiremmts of 15,000

-35,000 CFM (especially when frequent jobs of this range are widely
distributed around the yard) the wet scrubber system should be
used .
● For stationary applications requiring a single unit of over 35,000

CFM, the dry fabric collector is best.
● For small, portable, short-term applications and/or here multiple

units are required for recirculation of dehumidified or heated air
dry cartridge type collector of 5,000-10,000 CFM are best
If dust collection equipment is properly installed and utilized, the

environment in and around the blasting operation will be as desirable a
place to work as any other area within the shipyard.
4.8
5. DEHUMIDIFICATION
5.1 Introduction
Dehumidification (DH) is the process of removing moisture from ambient

air. The removal of moisture from the ventilation air is an important
process in preventing condensation (” sweat”) on internal tank surfaces
during blasting and painting. Condensation occurring on surfaces which have
just been blast-cleaned may cause rust bloom formation within a short time.
The resulting surface contamination promotes poor adhesion of the protec-
tive coating and premature failure due to underfilm Corrosion.
Blistering is another common type of paint failure usually causal by

applying paint to a surface containing moisture. Blisters may also occur
when the surface was originally dry during application but moisture entered
the mating as it cured.
Paint curing is a function of temperature, time and humidity. Since

curing requirements vary widely between water+born, epoxies, inorganic
zincs, and other types of coatings, paint manufacturer’s specifications
should be consulted for recommended atmospheric conditions. The use of
dehumidification equipment througout the process of blasting, painting,
and curing will prevent many coatings failures.
The purpose of this section is to provide simple, clear explanations

of condensation principles and the calculation of dehumidification require-
ments. In addition, information will be presented on the comparison,
selection and utilization of DH equipment. A series of easy-t-understand
tables for calculating DH requirements have been developed to avoid the
complex psychrometric interpretations that have hitherto been necessary.
5 1
5.2.1 Principles of Condensation
Condensation ocurs when warm, moisture-laden air contacts a cooler

surface. As the air next to the surface is coaled, the moisture carrying-
capability is reduced, and some of the water vapor is deposited as droplets
on the cooler surface. This occurs naturally in the early morning when air
warmed by the sun contacts cooler blades of grass or car windshields.
The temperature at which the ambient air becomes saturated with water
vapor is called the dewpoint temperature. Any reduction in the air
temperature below the dewpoint (for example...when warm air contacts a cooler
surface), causes moisture condensation. Reducing moisture in the air will
lower the dewpoint temperature of that air. Dewpint temperature is
determined by the difference in the wet- and dry-bulb temperatures. This
difference can be measured by a psychrometer. See Table VI, Quick Dewpoint
Reference Table, for examples of dewpoint.
To determine dewpoint (air temperature at which moisture will condense

on surfaces), follow wet bulb temprature across and dry bulb temperature
down. (These temperatures can be measured by a battery-operated psychrom-
eter, Figure 5.1). The intersection is the dewpoint temperature. Example;
wet bulb 60°F, dry bulb 75°F = dewpoint temperature 50°F.
It is commonly believed that high air temperatures combined with high

humidity create the greatest possibility of condensation. In shipyard
operations, lower humidity combined with large day-to-night temperature
swings and low sea water temperatures can present a greater potential
condensation problem. During day-night temperature transition periods,
surface temperatures will often be lower than dewpoint. Condensation in a
ship tank can cccur during these periods, or anytime that weather condi-
itions change.
Once these general principles are understocd, several points must be

remembered in connection with the dehumidification of air in shipboard
tanks .
5.2
Condensation will never occur if the dewpoint temperature of the
air is kept lower than the surface temperature of the tank.
Therefore, the general rule for condensation prevention is to
maintain the air dewpoint temperature at least 5°F below the
surface temperature.
Heating the air in an enclosed tank does not remove moisture or

change the dewpoint temperature. For example, air at 400F with 70%
relative humidity has a dewpoint temperature of 31OF, file 80°F
air with 17% relative humidity has an identical dewpoint of 31°F.
. Dewpoint control can be easier to maintain when a ship is in the

water than when in drydock. This is because the ship surface
temperarures below the water line will remain relatively constant
due to the heat sink of the surrounding water. When the ship is in
drydock, the entire surface is exposed to air temperature shifts.
Heat is also lost to the ambient air at night.
Psychrometric readings should be measured and recorded every four

hours during the entire blasting and painting operation. This proce-
dure will provide detailed records of job conditions for future use.
The battery-operated Psychron Model 566, available from the Environ-
mental Service Division of Bendix, provides wet- and dry-bulb tempera-
ture readings as well as a scale to determine dewpoint. A surface
lihermaneter with built-in clamping magnets can be easily attached to
metal surf aces anyWhere on the ship for surface temperature readings.
The Model 315F, available from Zorelco Measuring & Testing Instru-
ments, 8520 Garfield, Blvd., Clevelan3, Ohio, is suitable for this
purpose. See Figures 5.1 and 5.2.
5.4
FIGURE 501: Battery Operated Psychron
.
Bendix
FIGURE 5.2: Magnetic Surface Thermometer
Zorelco
As an illustration of the practical application of dehumidification

principles, the following example is offered. Readings were Compiled over a
24 hour period and entered on a Psychrometric Report (See Figure 5.3). This
proposed report is one way of recording required data. Note that relative
humidity is not a required reading, and is only given as a comparison
between air temperature and moisture-holding capacity.
5.5
(SAMPLE)
PSYCHROMETRIC REPORT
30B LOCATION NEW YORK HARBOR TANK WING TANK - SHIP WATERBORNE
DB-DRY BULB TEMPERATURE WB-WET BULB TEMPERATURE DP-DEW FOINT TEMPERATURE
TANK DIFFERENT
-
DATE TIME FOREMAN WEATHER* OUTSIDE INSIDE SURFACE SURFACE TEMP
DB WB DP DB WB DP TEMP INSIDE DP
1/4/80 0800 WHITING CLEAR 45/40/34 45/40/34 45 ABOVE W.L. +1OF

40 BELOW W.L. + 5F
1200 WHITING CLEAR 60/50/41 60/50/41 60 ABOVE W.L. +25F

40 BELOW W.L. +5F
1600 WHITING CLOUD 50/48/45 50/48/45 50 ABOVE W.L. + SF

CHANGING 40 BELOW W.L. - 5F
2000 BIBBO CLEAR 40/38/35 40/38/35 40 ABOVE W.L. + 5F

40 BELOW W.L. + 5F
2400 CROTTY CLEAR 40/38/35 40/38/35 33 ABOVE W.L. - 2F

CHANGING 40 BELOW W.L. +5F
0400 GIESE 50/48/45 50/448/45 33 ABOVE W.L. -12F

40 BELOW W.L. -5F
*INDICATE: SUNNY, CLOUDY, RAIN, SNOW, FOG, CLEAR, (CHANGING.
FIGURE 5.3: SAMPLE PSYCHOMETRIC REPORT FORM
5.6
The fOllowing renditions are based on a 50,000 cubic feet wing tank
ventilated with 17,000 CFM of air. It should be noted that a sealed tank
with no ventilation would present very different characteristics, as the
stagnant, idle air on the inside would not be subject to radical tempera-’-
ture swings.
8:00 A.M.
Water temperature 40°F

Ambient air temperature: dry-bulb 45°F
Ambient air temperature: wet-bulb 40°F
Dewpoint temperature (see Table VI) 34°F
Surface temperature: above water line 45°F
Surface temperature: below water line 40°F
(relative humidity 80%)
Conditions at this time are condensation free, as surfaces both above

and below Water line have temperatures above dewpoint. No DH required.
12:00 NOON

Surface temperature: above water line, 60°F
Conditions are the same as at 8:00 A. M., as only the ambient air
temperature has increasd. No DH requirement.
5.7
4:00 P.M.

o
Ambient air temperature: dry-bulb 5 0 F

o
Ambient air temperature: ret-bulb 4 8 F

A storm enters the area, bringing additional moisture With in turn

o
raises the dewpoint 5 F above the existing temperatures of surfaces below
the water line. condensation will therefore occur on tank surfaces below
the water line. The area above the water line, at 50oF, is still 50F above
the dewpoint temperature, so condensation will not occur on those surfaces.
DH required below water line.
8 : 0 0 P.M.

Ambient air temperature: dry-bulb - 40°F
Dewpoint temperature (See Table VI) 35°F
The storm has passed and ambient air is dryer.Surf ace temperatures,
both above and below the water line, are again 5°F higher than the dew-
pint. No DH required.
5.8
12:00 MIDNIGHI’

Dewpoint temperature (See Table VI) 35°F
Surface temperature: above water line 33%
During the clear night, the surfaces of the Ship above the water line
-
are radiation heat into space, so the surface temperature above water line
drops to 33°F. This temperature will not drop any further because heat is
also being transferred from the warmer surfaces below the Water line. In
this case, condensation is occurring on surfaces above waterline, since the
dewpoint is 35°F and the surface temperature above water is only 33°F. DH
required above waterline.
4:00 A.M.
Water temperature 40% --

Dewppoint temperature (see Table VI) 45°F
Surface temperature: above water line 33%F
Surfaces both above and below the water line have cooled during the
night to temperatures below the dewpoint. Thus condensation will occur on
all ship’s surfaces exposed to ambient air. DH required.
During this 24-hour period, three different coditions were experi-

enced.
5 9
● 4:00- P.M. the storm passed through and raised ambient air moisture
levels. The dewpint rose above the temperature of the surface
_ _ _
belcw the water line caused condensation below the water line.
● 12:00 Midnight surfaces above the water line mold through heat
radiation to a temperature lower than the dewpoint and mndensa-
tion occurred.
4:00 A.M. condensation occurred on surfaces that had cooled during

the night .
___
These examples demonstrate the types of conditions which are commonly

experienced by shipyards. These conditions require dehunidification of the
air to prevent condensation on tank surfaces. The following section
outlines the methodology of determining dehumidification requirements.
5.2.2 Determining Dehumidification Requirements
Dehumidification requirements are determined by calculation the volume

of conditioned air needed to control condensation inside a tank and then
calculating the requisite number of DH units which will meet the defined
objectives. These calculations can be easily accomplished by using data
entered on the Psychrometric Report (Figure 5.3) in conjunction with Tables
VI, VII, VIII. The instructions accomoanying each table gives specific
examples of required calculations.
Table VI gives the dewpoint temperature based on existing ambient dry

and wet bulb temperature readings. Using the dewpoint and the existing tank
surface temperatures, the amount of moisture in the ventilated air,
expressed in pounds per hour per CFM, can be determined from Table VII.
Determinations should be made for surfaces with above and below the water
line. Table VIII contains the moisture removal capacity of a Cargocaire
Model HC-9000 SEA Special 9000 CEM unit dehumidifier unit in pounds per
hour This model and size dehumidifier was chosen for the example because
it is a standard readily available piece of equipment. A table similar to
Table VIII can be compiled using performance curve data for any other
existing DH system. The total amount of ventilation required for visibility
and safety (see Section 3: Ventilation) is then multiplied by the wet air
factor (Table VII ) to obtain the total amount of required moisture removal
Table VIII is then used to determine the number of DH units needed to meet -
the dehumidification requirement for the specified volume of air. This, in
turn, is the required amount of conditioned air as a ratio to the amount of
untreated ambient air required for ventilation.
Example: A ship tank is scheduled for. abrasive blasting. The size and
configuration of the tank is such that 30,000 CFM of ventilation is
required. The dewpoint temperature of the ambient air is 50°F and the
surface temperature of tank is 45°F. Dry Bulb Temperature of air is 75°F.
Step One: Determine the wet air factor from Table VII . At a
dewpoint temperature of 50° and relative humidify of
45%, the Wet Air Factor is .011.
Step Two: Multiply ventilation requirement by Wet Air Factor
30,000 CFM X .011 lbS/hr/~ = 330 lbs/hr
This is the quantity of moisture to be removed.
Step Three: Fran Table VIII determine the moisture removal rate at a
dewpoint temperature of 50°F and a dry bulb temperature
of 75°F. In the example the water removal rate is 208
Ibs/hr .
Step Four: Divide the quantity of moisture to be removed by the

moisture removal rate of the dehumidifier. This will
provide the number of units required.
330 lbs/hr + 208 lb/hr/unit = 1.59 units
Solution: 1.59 or 2 units of 9,000 CFM capacity each are required.

This means that approximately half of the 30,000 (2FM of
ventilating air must be dehumidified.
5 11
5.3 Selection of Dehumidification Equipment
Three types of air treatment systems - be used to control dewpoint

temperature.
● Air-conditioning
● Wet desiccant dehumidifiers

● Dry desiccant dehumidifiers.
Air conditioning cools air through the use of refrigeration coils to

condense out moisture from the air. An air conditioning system may be
adequate to control condensation in year-round warm climates; however, as
the temperature approaches 45°F, moisture from the air will freeze on the
coils making the system ineffective for dewpoint control. Furthermore, air
conditioning units are not designed for rugged, dirty condition or
portability. These units also require specialized maintenance. Therefore,
air conditioning units have not proven to be reliable for typical marine
coating applications.
Heaters are sometimes used to raise surface temperatures inside the

tank above the dewpoint. While this method can theoretically control
condensation, and can be effective for small tanks, it is extremely
inefficient, uses excessive amounts of energy, and does not to remove
moisture from the air.
Until the late 70’s, wet desiccant systems were the most frequently
used in U. S. shipyards. This system operates by pumping a desiccant
solution through a spray header tube in the contactor. When the air to be
dried is drawn past the contactor, moisture in the air is absorbed by the
desiccant. The moisture-laden desiccant is then cycled through an exhaust
air stream which removes the collected moisture. The wet desiccant system
requires piping and regular replacement of the desiccant solution, plus
auxiliary support equipment. (See Tables IX and X). Wet desiccant humidi-
fiers are not reccomended for shipyards because of the high initial and
maintenance costs, the requirment for a full time operator, and the large
unit size and weight.
5.14
6. Abrasive Blasting
6.1 Introduction
Abrasive blasting is the process by which steel surfaces are cleaned

of contanination through the use of abrasives striking the surface at
relatively high velocity. This process requires a wall-coordinated program
of carefully selected equipment and materials, experienced operators, and
organized services in order to guarantee success.
6.2 Abrasivee Blasting Equipment
The selection and placement of the abrasive blasting equipment is

critical to the success of any tank blasting project. This equipment
requires the greatest amount of consumable materials (i. e., abrasives) used
in the shipyard. A single abrasive blaster will use approximately 1,500
Ibs. of abrasives per hour. An average cost for delivered mineral slag
abrasive today is approximately $40.00 per ton. Therefore, one blaster will
consume .$30 .00 worm of materials per hmr. In addition, abrasive blasting
requires a wide range of costly support services, including compressed air,
crane service, dust collection, dehumidification, staging, and clean-up
crews. Proper selection of equipment and materials can increase labor
productivity and significantly reduce the amount of materials and services
required.
In the past, small capacity blast machines were used. These units
usually held between 600 and 1,000 lbs. of abrasives with a maximum
resulting operating time of about 30 minutes. Shall abrasive storage
hoppers of 3 to 5 ton capacity were placed overhead by crane or forklift.
These timers require replacement at least once a day, and often more
frequently. If a crane or forklift was not available to lift the hoppers,
the machines ran out of abrasives, and the result was wasted manpower and
lost prduction. On jobs which required large amounts of blasting, the use
of these machines resulted in very loW productivity and high abrasive
6.1
consumption (spillage). This size equipment should only be used for
light-duty jobs requiring minimum blasting.
Larger capacity, bulk abrasive blasting machines with mutliple outlets

are now available. The main design features of these machines are:
● Large abrasive capacity which allows extended Periods of uninter-

rupted operation.
● Bulk pneumatic refilling from delivery trailers. completely sealed

system which provide weather protection for abrasives.
● Multiple-nozzle outlets and fast equipment set-up.
● Unattended machine operation.
These design features permit less dependence on crane service, less

abrasive consunption, less labor, faster set-up and cleaner operation with
little spillage.
The basic machine has a single chamber With operates 2 to 8 outlets.

Both portable or stationary models are available with capacities from 6 to
40 tons. These machines are commonly manufactured in three sizes:
● 6-ton
● 22-ton
● 40-ton
Each machine is designed for a specific application. See Figures 6.1

and 6.2.
The 6 to 8 ton unit can be mounted on wheels or skid. A 22-ton machine

is supported by legs and is basically portable. The 22-ton units are
primarily used for larger spot-blasting jobs which require several opera-
tors working in a central area. This machine is particularly well-suited
for spotblasting contaminated areas on new fabrications. Forty-ton units
6 2
are usually used for stationary blasting projects in Which the work pieces
are transported to the blast area. These wits provide sufficient storage
capacity for several operators and are often used when high production
rates are required. For large tank blasting jobs, or for external hull
work, the 40-ton units can be mounted at the head of a drydock or aboard .
ship
In addition to single-chamber blasting machines, another type of

system has been developed for large abrasive blasting requirements such as
cleaning multiple tanks or huge repair jobs. This unit is a double-chamber
system Which fills automatically from overhead storage tippers.
While
maintaining the bottom chamber constant pressure, the top chamber can
be depressurized and filled with abrasive. The abrasive will be automatic-
ally transferred to the lower chamber when the top chamber is closed. The
blast operator, is never stopped because of a lack of abrasives. This unit
is especially recommended for the Shipyard which is pursuing internal tank
blasting contracts. See Figures 6.3 and 6.4.
Full Filling
Figure 6.3: Schematic of Double-Chamber Automatic Filling Principle
6 4
In nest cases, the blast machine should be located as close to the work .
area as possible to avoid air pressure drop through the blast hose.
It is
important to note flat the properly sized blast hose and nozzle is essen-
tial to the operation.
Figure 6.4: Double-Chamber Automatic Filling Multiple Outlet Blast Machine

(Photo courtesy ofCAB Inc.,)
6.5
One method of locating the blast equipment close to the job site is to
use a mobile, self-contained blast and recovery,trailer mounted system.
Figure 6.5 is a picture of an existing mobile unit. This system is designed
to recirculate steel abrasives. Refer also to Figure 6.6 which is a
schematic which demonstrates one possible use for such a machine.In this
system grit is cleaned (A) by means of a pneumatic separator. clean
material falls into storage hopper (B) Dirty airborne dust is exhausted
from can system. From the storage hopper, abrasive is directed into an auto-
matic filling two-chamber blast machine (C) The abrasive is then transfered
under pressure through the blast hose to the work area (H) Spent abrasive
is manually vacuumed utilizing the vacuum (E) mounted on the trailer.
Abrasive is deposited into a automatic dumping machine (1)) which directly
transfers collected abrasive back into the pneumatic separator (A).
For doing external work a special staging is required which will

collect all the abrasive rebounding from the work surface. The blaster (B)
stamps on a grated floor which permits the abrasive to fall through into a
collection hopper. There, it is automatically collected by vacuum hose and
returned to the trailer. Clean air is directed into the enclosure through a
vent there dirty air is removed by an exhaust fan (F).
when selecting and utilizing blasting equipment, the following items

should be noted:
● A single operator should be able to blast 100-250 sq. ft. per hour
(depending on the condition of the steel surface) .
● Each 1/2” nozzle in operation will require approximately 1,500

pounds of abrasive (sand or slag) per hour.
● Each nozzle will require approximately 300 CFM at 110 pounds per
square inch (psi) .
6.6
Figure 6.5: Mobile Steel Grit Blasting and Recovery System
(Photo courtesy of CAB Inc. )
Thus selection of new eqquipment must be based on:
● Existing compressed-air volume and pressure capabilities.
● Abrasive storage capacity
● Crane capacity
● Abrasive delivery schedule
● Number, frequency and location of blasting jobs.
6.3 Compressed-Air Drying Equipment
Compressed-air drying equipment is required to remove impurities from

the compressed air system. Contaminants which normally enter the system
include moisture and dirt from the ambient air, and oil from the compressor
itself. As the air is compressed, these impurities combine to form an
extremely dirty and corrosive mixture. The resultant contaminated air
6.7
drastically reduces the efficiency of the blast operation by clogging
nozzles and depositing moisture and impurities on the tank surface. This
cotiition will also contaminate abrasives and ruin steel grit abrasives.
There are three types of compressed air drying systems:
● Deliquescent
● Refrigerated
● Regenerate
For abrasive blasting operations, the deliquescent system provides the

most trouble-free solution to cleaning and drying the air. In addition, it
has the lowest initial cost and is least expensive to maintain. High-
volume units are available Which are constructed with liftirg eyes to
permit easy relocation. See Figure 6.7.
FIGURE 6.7
Refrigerated units represent a complex systems which requires qual-

ifid service personnel to assure dependable year-round operation. This
unit is not well-suited for portable applications, or for use in areas
where dirty, dusty air will contaminate the filter and condenser fins. For
these reasons, refrigerated systems should only be installed in permanent
indoor locations.
6 9
The regenerative system also requires qualified service personnel for
maintenance. These units do not remove oil without the addition of pre- and
after-filters, and are not designed for portable application without
modifications for protection during handling.
Selection of appropriately sized equipment is based on the total

equipment CFM requirement. A practical guide is to assume a service factor
of 300 CEM delivered at 110 psi per blaster. If a central compressor is
used to distribute air throughout the yard, the CEM delivered to any given
point will not exceed the amount that is Passed through the orifices in the
blast nozzles. The CFM per nozzle can thus be used to estimate the total
CFM of required compressed air.
Optimun utilization of the deliquescent dryer requires large volumes

of air to be processed at high pressures. Therefore, it is imprtant to
measure air pressure available at the points Were the dryers might be
installed prior to ordering a system. As an example, a unit which is
capable of processing 2,300 CEM at 125 psi may only process 1,550 CFM at 80
psi.
The location of the dryer depends on the compressed air distributing

System, (i.e., portable or stationary). Since all air will be used
outdoors, the dryer must also be located outdoors. The unit should be
placed in the coolest area possible to avoid radical changes of temperature
between the drying point and use point to prevent condensation in pipes
downstream of the dryer.
In warm climates, When the temperature of the compressed air exceeds

100°F, an air- or water-coaled after-cooler is required to reduce the
temperature of the compressed air. The chemical in the deliquescent dryer
will be subject to deterioration in direct proportion to the rise in
temperature over 100°F.
For portable applications, it is best to locate the dryer within 50’

of the blast machine. This gives the air an opportunity to Coo1 in the air
lines before entering the dryer. In addition the dryer will catch any
contaminants which might have entered into the system.
6 10
Since abrasive blasting requires large volumes of air, often in
surges, an air reserve tack is recomended. This tank should be at least
equal in size to the CFM usage and be installed downstream of the deliq-
uescent unit. Normally, a receiver is placed ahead of the dryer to allow
additional cooling exposure before entering the dryer. If an after-cooler
is used on a portable basis, it should be placed in a location that will
insure maximum ambient air flow around the unit. Often times a surplus heat
exchanger may be used as an after-cooler. Air is circulated through the
tubes while the unit is immersed in the water (Figure 6.8 ).
Compressed air is passed through a submerged heat exchanger to cool it

and to remove the moisture from the air stream. The air is then passed into
a chemical deliquescent dryer for final removal of contaminants. Compressed
air drying equipment offers the final assurance for proper surface pro-
tection and coatings application. It also eliminates plugging or clogging
of abrasives in the blast machine caused by moisture.
6.4 Abrasive Delivery and Storage
In the past, abrasives were delivered to the shipyard and distributed

to the blast machine hoppers in a variety of ways from hundred pound bags
to railcars.
Today, the most efficient method for distributing abrasives to

blasting locations within the shipyard is by pneumatic delivery trailers.
These units are operated at low pressure, and transfer the abrasives
pneumatically through a discharge hose to the blast machine or storage
hopper. See Figure 6.9.
FIGURE 6.9: Pneumatic Delivery Truck
6.12
The main advantage of this trailer unit is mobility and the direct
transfer of the abrasives for use in blasting. If a local supply of
abrasives is available, and if the blasting equipment is accessible to the -
trailer, materials can be picked up and transferred directly to blast
machines.
If the supply source is distant, installation of a large-capacity bulk

storage hopper should be considerd. The storage hopper can be loaded
directly from a railcar or truck. Depending on the quantity of materials
used and the time needed for replacement materials to arrive, this storage
hopper should have a capacity of from 500 to 1000 tons. See Figure 6.10.
Large sealed portable hoppers should also be made available for

installation in areas Were frequent blasting takes place, or where the
pneumatic trailer cannot reach blast units. These units should be sized as
large as possible without exceeding the lifting capacity of available
cranes. The hoppers can be filled by the pneumatic trailer and then lifted
by crane and positioned over the blast units. By decreasing the number of
lifts required, these large hoppers can reduce the number of times cranes
are required.
Distributing and storing abrasives in completely enclosed pneumatic

delivery trailers and storage tippers also reduces the possibilities of
spillage and moisture contaminations. If delivery and storage in large bulk
is feasible, purchase of a yard-owned pneumatic trailer will reduce the
overall cost of the operation. Materials can be bought in bulk and the
laker required for handling and distribution will be reduced.
6.5 Abrasive Recovery Equipment
6.5.1 Selection Criteria
After a ship tank has has been blast cleaned, spent abrasives, abrasive
dust, and paint chips must be removed in order to ready the tank for
painting. Usually this is accomplished by vacuum machines which suck the
particles and other debris out of the tank through a flexible hose.
6.13
There are three different types of vacuum recovery machines avail-
able:
● Portable unit with single-chamber collection tank

● Portable unit with automated discharge tank
● Mobile truck unit with single-chamber collection tank
In selection a vacuum recovery system for shipboard tank blast-

cleaning, the following criteria Should be considered:
● Equipment operation with reduced labor

● Support services requirments
● Equipment size in relation to available space in the work area
● Hose size needed to operate at maximum efficiency
● Initial and maintenance rests
6.5.1.1 Portable Unit with Single-Chamber Collection Tank
The portable single-chamber vacuum recovery tank is designed to

operate unattended and can be located close to the worksite. This unit is
equipped with an easy to handle, flexible 4“ hose. The unit does not use
fabric dust filtration media, and the vacuum producer can be separated from
the collection tank. These equipment characteristics allow for flexibility
in setting up the vacuum system. If the unit is to be positioned on deck,
a crane is usually required for placement.
Suction is created by a high-performance liquid ring-type vacuum purpose.

The average abrasive removal rate of the unit is ten tons of abrasive
debris per hour.In addition, this type vaccum pump can handle large
amounts of dust particles which carry over from the secondary dust cyclone
tank (larger particles settle out) . The unit is powered by a 50 to 70HP
motor and requires water and electrical service hook-up. Both equipment
maintenance and initial crest are low ($25,000). See Figure 6.11.
6.15
Figure 6.11: Two Portable Vacuum Units with single-chamber Collection
Tanks hunted on Stands
6.16
Portable single-chamber units can be hooked up to a pneumatic dis-
charge device if the material is to be disposed directly from the area
without using a tank . The collection tank of the portable single-chamber
unit can be placed a an elevated platform so that a dump-truck can pick up
the abrasives for disposal or recovery.
If abrasive recycling is desired, the collection tank insures that the

recovered abrasives are protected for reuse.
6.5.1.2- Mobile Unit with SingleChamber Collection Tank
This unit is permanently truck-mounted for mobility. The unit has an

average production rate of ten tons per hour. Performance is increased by
moving the unit closer to the job site which is sometimes difficult in
shipyard operations. Some units are capable of removing water and other
fluids. This system is designed to operate with a 6“ to 8“ hose and is
equipped with a positive displacement vacuum pump.
Being mobile, this unit requires an attendant. The power take-off unit
which is driven by the truck engine requires increased maintenance,
especially men used on a continuous basis. The truck system can only be
operated for short periods at a time before being shut down and driven away
for disposal. The initial cost of the mobile unit is high (about $125,000)
See Figure 6.13.
Figure 6.13: Mobile Vacuum Recovery Truck with

Single+Chamber Collection Tank
6.18
Although the mobile unit is suited for some shipyard applications,
maintenance requirments and short-cycle performance make it impractical
for most internal tank-cleaning jobs.
.-
6.5.1.3 Portable Unit with Double Chamber, Automatic Discharge Tank
This unit can be moved to an area where needed for abrasive recovery.
No attendant is necessary and each component can be separated. It is
designed to operate with a 4“ to 6” hose and has an average obtainable
production rate of ten tons per hour. Like the portable single-chamber
-
units, the initial cost is relatively-low (35,000 - $40,000); however, the
dust collection filter must be periodically replaced.
Suction is produced by a positive displacement, rotary Vacuum pump.

These pumps are subject to damage should any dust carry-over from the air
filter system. The pump can be troublespome if not prperly maintained.
The large number of moving parts are an additional disadvantage resulting
in increased maintenance rests See Figure 6.12.
The portable unit with double-chanber automatic discharge tank is not

suited for must tank vacuuming. Debris removed along with the ebrasive
cannot pass through the discharge valves and may lodge between the valve
and seat, resulting in a vacuum leak.
6.19
6. Dehunidification units are skid mounted for placement aboard ship
(also see figure 5.5).
.-
7. The facility should also contain a high pressure water main for
wash-down (not shown) .
8. A duct storage cradle should be used to move large amounts of duct

without damage (not shown)
9. Dehumidification duct should be prefabricatd in sections to accomo-

date long runs with minimum set-up time.=
10. Dust collection duct is also prefabricate.
11. A 5000 gallon #2 diesel fuel storage tank is located adjacent to

compressor station.
12• The air compressor station must have sufficient capacity to provide
compressed air to 16 blasters plus additional gear. A 6000 CEll
compressor station is shown. This station is equipped with a water
cooled aftercooler to insure that the temperature of the compressed
air entering the dryer is less than 1000F. This compressor is diesel
powerd to facilitate portable application.
13. Pier management and quality control are located in an office on site.
14. A portable crane is necessary to provide lifting services.
15• A shelter can be used to provide protection for inclement weather and
the sun.
16. A staging platform cradle can be used to enable the crane to lift
larger amounts of scaffolding (not shown) .
Figure 7.3 is a photograph which shows a ship docked at the abrasive

blasting and coating pier. The portable dehumification units are located
7.2
midship with prefabricated ducts extending forward and aft. Flexible ducts
are connected between the prefabricated ducts and the cargo access ports
(hatches). The dust collecting duct can be seen midship on the port (water)
side. There are thee difference ducts. Each duct haS two 90° turns which
positions the discharge end OVer the side of the ship and into barge
mounted dust collection equipment. Four each vacuum recovery units are
mountedon the dock on the starboard (land side) side of the ship.
Figure 7.4 contains a schematic of a unit coating container. These

containers are designed such that all painting equipment and materials
necessary for a specific area are kitted prior to starting the job. The
container is then positioned as close to the actual operation as possible.
The unit matings container provides a clean, sheltered work center.
Figure 7.5 is a cross-sectional drawirg of a large ship cargo tank

The cargo tank covers have been removed for personnel and equipment access.
In some cases equipment is placed directly over the openings.
Dirty air (detail A) is extracted from the tank internal by duct work
from the intake side of a fan. In most all cases efficiency of the
ventilating process is greatly improved by running the duct work the
shortest possible distance. Even when a penetration through the side shell
is required, the procedure is generally less expensive than running
ductwork through the ships interior. A dust collector should be used to
clean the dust-laden air before being exhausted. Clean air can be routed
into the work space from a penetration in bulkhead of an adjacent tank or
be directed into the tank parallel to the dirty air exhaust duct. If a
dust collector can be conveniently located pierside, substantial saving in
set-up time H be achieved with a mobile unit.
On projects or climates which require dehumidification (detail B)

either a mobile or portable unit may be used. If the volume of air required
is too large for a single III unit the the DH air may be recoverd and
recirculated by cleaning the dirty exhausted air by a dust-collector. This
process of recirculation enables the dew point to be continually controlled
in the work space utilizing a minmum of DH.
7.6
For an area requiring a large air volume (detail C), fresh ambient or
treated air may be introduced into the tank through the car~ hatch cover.
Dirty air should be extracted near the bottom of the tank and conveyed by
duct through fans and collected on the ship’s deck. Sometimes large access
holes are required in the deck. In these cases, special openings should
made for duct access as well as for personnel lifting devices.
Figure 7.6 is a close-up drawing of a ship tank area. Limited access

into the area can be improved with penetrations thru bulkheads, side shell,
and/or decks. Fresh ambient or conditioned air should be introduced at the
highest access point. The eXhaust intake should be at the lowest point .-
within the tank and on the opposite side from the fresh air inlet. Blind
spots of stagnant” air inside tank can be prevented with proper placement of
duct . Consideration should always be given to recycle treated air as
dotted line indicates.
When performing blasting and painting operations in closed tanks,

several safety points must be remembered. All abrasive blast equipment,
operators, nozzles and the object that is being blast cleaned must be
grounded. Procedures must be established to control entry into tanks and
enclosed areas until such time as the area is declared “gas free” by a
trained and certified competamt person. For tanks that have been in
service, this should be accomplished prior to initial entry, after Work
breaks and prior to the start of a new shift. All lighting must be explo-
sion proof. At least one person should be positioned outside the tank,
adjacent to the access in case of energency.
7.7

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1. REPORT DATE 2. REPORT TYPE 3. DATES COVERED

6. AUTHOR(S) 5d. PROJECT NUMBER

5e. TASK NUMBER

5f. WORK UNIT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION

11. SPONSOR/MONITOR’S REPORT

12. DISTRIBUTION/AVAILABILITY STATEMENT

15. SUBJECT TERMS

Standard Form 298 (Rev. 8-98)

This research project was performed under the National Shipbuilding

A desperate need exists in shipyards for the proper planning and

Until the publishing of this report no single document existed With

● Identification of the requirements and related problems associated

In addition to the abve pints, a practical model for upgrading the

3.1 Explosive Vapor Detector 3.9-

The advent of huge, complex ocean-going vessels represents millions of

Without exaggeration the blast-paint operation at sane shipyards can

An attempt to dispense with in-house painting operations by sub-

The only possible long-term solution to these problems is to approach

1.2 Project Results

This project achieved the defined objective of creating a procedural

● Write procurement specifications for capital equipment procurement

● Reduce worker exposure to hazardous conditions

● Reduce facility and equipment losses

● Plan more competitive painting operations

● Reduce catastrophic paint failures

● Reduce interference between crafts during construction

The net result will be a savings in dollars expended to produce ships.

1.3.1 Blast-Paint Department

Management should commit high-caliber, technically capable personnel

●A surface preparations expert trained in quality control to

●A coatings specialist (ideally a chemsit) to review coating

● An instructor for an in-house program to train employees in the use

General, components of the blast-paint operation which should be care-

● Development of an overall organizational plan

● Develooment of a program check list to include all equipment

● Standardization of procedures and inspection techniques

● Establishment of a comprehensiver equipment maintenance program

In the drydock area, modifications might include such things an end-

Finally, a carefully designed permanent installation is (see Section

Large, enclosed space providing protection from the weather

Equipment to control ambient air renditions

Adequate utility hook-ups for electrical, water, compressed air and

Permanent, properly designed ventilation system

State-of-the-Art abrasive blasting and handling machinery perma-

Railroad track locatd next to the shelter for materials and

Naval architects and marine engineers must be the aware of problems

● Constructing permanent scaffolding supports in tanks

● Placing permanent openings in bulkheads

● Providing larger, more conveniently located hatch or cargo covers

1.4 Cost Savings

By using the handbook published as a result of this study and by

● Reduction of support services required. By utilizing the proper

● improvement of environmental conditions. Many costly problems and

Improvement of quality. Catastrophic coatings failures can obvi-

Preparing surfaces of enclosed tanks for coatings, including necessary

The blast-paint department depends on many support services and a