Anticorrosive primers, antifouling systems, epoxy tank coatings and topside finishes — sourced against your coating schedule, RFQ or dry-dock specification for shipowners, ship managers, shipyards and marine operators, with delivery support across Kandla, Mundra, Vadinar, Mumbai, JNPT, Kochi, Chennai and Visakhapatnam.
Marine paint is not one product but a family of coating systems, each engineered to survive a condition that would destroy an ordinary industrial paint within months — continuous saltwater immersion below the waterline, cyclic wetting and drying at the boot-top, intense ultraviolet exposure on deck and superstructure, mechanical abrasion from cargo handling and heavy weather, and direct chemical contact inside tanks and holds. No single coating handles all of this at once, which is why every vessel actually carries several distinct systems, each matched to a specific zone of the hull.
When a request for "marine paint" comes in, it is usually really one of five separate requirements: anticorrosive protection for steel, antifouling protection for the underwater hull, tank and ballast coatings, topside and deck finishes, or the touch-up materials and application equipment a crew uses to maintain all of the above between drydockings. Send the coating schedule, RFQ, product name or simply the zone you're working on, and we'll review it against product availability, documentation and your vessel's own specification.
Four zones of the same hull face four different environments, so the coating system is built up in layers — each one doing a different job.
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A practical starting reference across the coating zones of a vessel. Brand, product and pack-size availability are confirmed at quotation stage against your coating schedule.
Loaded with metallic zinc dust that corrodes preferentially and sacrifices itself ahead of the steel beneath, even where the film is scratched or damaged.
General-purpose epoxy primer forming a hard, low-permeability barrier with strong adhesion to correctly blast-cleaned steel.
Bridges an epoxy anticorrosive and a differently-based antifouling topcoat; a mismatched tie-coat is one of the most common causes of early antifouling failure.
Erodes evenly at a controlled rate in seawater, continuously exposing fresh biocide while smoothing the hull surface over the service interval.
Wears away in seawater in a similar but less tightly controlled manner than a self-polishing copolymer system.
Non-biocidal, low-surface-energy film that discourages organisms from gaining a foothold; any fouling that does occur washes off as the vessel moves through the water.
The practical mainstream biocide chemistry for most commercial vessels since organotin systems were banned.
Light-coloured, high-solids epoxy — the industry-standard system for dedicated seawater ballast tanks, chosen because the pale finish makes coating breakdown easy to spot on inspection.
Coating systems selected against the specific cargo grades a tanker is certified to carry.
Tougher, abrasion-resistant epoxy specified for the mechanical battering bulk and general cargo holds take from grabs, bulldozers and cargo shifting.
Coatings separately certified as safe for drinking-water contact — a genuine point of confusion for less experienced buyers.
Holds colour and gloss far better under UV exposure than standard epoxy, which chalks and fades in sunlight.
Weathering and gloss-retentive finish for above-waterline livery and vessel identification.
Aggregate or textured-additive system giving working decks slip resistance alongside fuel, hydraulic-oil and traffic resistance.
Finish coating selected for accommodation and cabin areas above deck.
Heat- and oil-resistant system rather than a UV-stable one, matched to machinery-space conditions instead of weathering.
Specialty coating selected for funnel and exhaust surfaces exposed to sustained heat.
Corrosion protection for pipework, supports and structural steel outside the main hull zones.
Brushes, rollers, airless spray equipment and tips, masking materials, thinners, mixing equipment for two-component systems, plus PPE such as respirators, coveralls, gloves and goggles.
Marine paint orders are almost always tied to a class or flag-state requirement, so the applicable standard is checked against your vessel's own specification rather than assumed.
Controls harmful antifouling systems, prohibits organotin compounds and restricts cybutryne. Vessels of 400 GT and above on international voyages carry an International Anti-Fouling System Certificate.
The Performance Standard for Protective Coatings applies to specified shipboard areas including dedicated seawater ballast tanks. The approved system is confirmed against your vessel's own specification.
Blast-cleaning grades Sa 1 to Sa 3 under ISO 8501-1, surface profile and soluble-salt limits are set by the coating manufacturer's specification.
Cured film thickness is checked against the specified system, with ISO 19840 the relevant reference for measurement on blast-cleaned surfaces.
The right coating depends on more variables than the product name alone — vessel type, the specific application area, the substrate and any existing coating, seawater exposure, cargo carried, trading pattern, the service life required and the surface preparation that's actually achievable at the time of application. A coating schedule or RFQ gives a far more reliable starting point for a quotation than a paint name in isolation.
Correct application matters as much as correct product selection. Ambient and steel temperature, relative humidity, dew point, ventilation, mixing ratio, induction time, pot life and the overcoating interval are all specified by the manufacturer and followed rather than approximated, and welds, edges, corners and brackets typically need a stripe coat to get adequate coverage on geometry a spray gun can't reach evenly on its own.
Most coating failures trace back to a small, well-known set of causes — poor surface preparation, salt contamination, the wrong surface profile, condensation during application, incorrect mixing or overcoating intervals, film thickness outside the specified range, an incompatible existing coating, or straightforward mechanical damage. None of it is exotic; it's simply why the manufacturer's technical documentation, not a general assumption, determines what preparation and application a given system needs.
Coating needs shift with vessel type and trading pattern — use this as a starting reference, then confirm against the actual coating schedule.
Fast-moving primer, antifouling touch-up, deck enamel and thinner held in the container sizes crews actually order for onboard work, not only full-drum lead times.
Sourced to specification across brands such as Jotun, Hempel, Berger and Kansai Nerolac rather than being tied to a single manufacturer.
MSDS, TDS and, where relevant, AFS-compliance or cybutryne-free declarations supplied alongside the order.
Brushes, rollers, thinners and PPE bundled with the paint order under IMPA 25/27, matching how buyers actually order.
Built on Solanki's 24/7 pan-port operating model, with turnaround coordinated for Kandla, Mundra, Sikka and other served ports.
Marine paint is a family of specialised coating systems designed to protect ships and marine structures against corrosion, seawater immersion, fouling, abrasion, chemical exposure and weathering. A single hull typically carries several different systems, each matched to the zone it protects — steel structure, underwater hull, tanks, decks or topsides.
Antifouling paint is applied to the underwater hull to control barnacles, algae, tube worms and other organisms that would otherwise colonise the surface. A fouled hull increases frictional drag, which raises fuel consumption and reduces speed, so antifouling performance is a direct commercial issue for a shipowner, not only a maintenance detail. The IMO AFS Convention regulates which antifouling chemistries can be used.
IMO PSPC is the Performance Standard for Protective Coatings set for specified shipboard areas, including dedicated seawater ballast tanks. It isn't a single product — the exact approved coating system has to be checked against your vessel's own coating specification.
DFT stands for Dry Film Thickness — the thickness of the cured coating film, checked against the range set out in the specified coating system. ISO 19840 is the relevant reference for measuring DFT on rough, blast-cleaned steel.
Sa 2½ is a near-white blast-cleaning preparation grade defined under ISO 8501-1, one of several grades from Sa 1 to Sa 3. The grade actually required for a given job comes from the coating manufacturer's specification, not a general rule of thumb.
Sometimes, provided the existing coating is sound, compatible with the new product and correctly prepared. Whether overcoating is permitted, and under what conditions, is determined by the manufacturer's technical documentation for the specific products involved.
Selection depends on vessel type, the application area, the substrate and any existing coating, seawater exposure, cargo carried, trading pattern, required service life and achievable surface preparation. Sending your coating schedule, RFQ or a description of the problem lets us match a product to these factors rather than guessing from a product name alone.
Yes. Send the coating schedule, TDS, RFQ or dry-dock requirement and we'll review the product, quantity, documentation and delivery requirements against it.
No. Compliance depends on the specific product, the coating system it's part of, how it's applied, and the regulation or vessel specification that applies. We don't label a product as universally IMO-compliant — the relevant certificate or declaration is confirmed for the product actually supplied.
We source to specification across major marine paint manufacturers — including Jotun, Hempel, Berger and Kansai Nerolac — rather than being limited to one brand, and can work to a brand you specify or discuss an equivalent, confirmed against current availability.
Vessel name, IMO number, port and ETA, vessel type, the application area, the product or coating specification, quantity, brand if one is specified, colour and your required delivery date. Attaching the coating schedule or RFQ, where you have one, speeds up the quotation.
Tell us the vessel, IMO number, port, ETA, coating area, product/brand if specified, colour and quantity. If you only have the coating schedule or RFQ, attach that instead.
