Marine paints and coatings supply in Saudi Arabia is the practical side of painting ships and offshore steel: schedules, quantities, local stock and technical support at Jeddah, Yanbu, Dammam, Jubail and Ras Al-Khair. This page covers ordering, local manufacturing, storage and how to choose a supplier. Rules sit on the companion coatings page.
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Marine paint is bought where ships and offshore steel are serviced: the Red Sea ports of Jeddah and Yanbu and the Gulf ports of Dammam, Jubail and Ras Al-Khair. A market report page says marine coatings demand is concentrated around these maritime clusters because of their ports, industrial zones and offshore energy operations. It cites 331.3 million tonnes of cargo through the Kingdom's ports in 2024, and port figures for Jeddah, Jubail and Yanbu. Use it as context, not as a forecast.
This page belongs to the marine and offshore supply family. For antifouling law, ballast tank standards and offshore specifications, read the companion marine coatings in Saudi Arabia page. Here the focus is on how buyers get the right paint to the right dock on time.
| Hub | Typical buyers | Supply points to check |
|---|---|---|
| Jeddah | Ship managers, repair yards, port service craft | Local plant output, stock at the port, delivery windows |
| Yanbu | Tankers, industrial port users, offshore support | Stock in region, technical visits |
| Dammam and Jubail | Offshore contractors, petrochemical port users, repair yards | Approved product lists, dangerous goods transport |
| Ras Al-Khair | Fabrication and ship repair users | Bulk deliveries, tank paint volumes |
A trade article from 1 December 2016 says Hempel planned to move its entire Saudi production to its new plant in Jeddah's second industrial city, which it called its first 100 percent water-based plant in the Middle East. It also gave the Jeddah factory an annual capacity of 32 million litres. Hempel lists marine antifoulings such as Globic, Sonic, Oceanic+, Dynamic and Olympic+ on its marine page. Jotun is a Gulf-wide name for marine and protective coatings, and a 2002 trade article described its plants at Yanbu Industrial City, where marine coatings are made, and at Jeddah. PPG and Sherwin-Williams supply protective and marine systems too.
Local production matters because it shortens delivery for bulk epoxy, but advanced antifoulings and approved tank systems may still come from outside the Kingdom. Ask each supplier which products in your schedule are made in Saudi Arabia and which are imported.
Start with the specification from the owner or the coating maker's hull plan, split it by area, and convert to litres with the data sheet. Theoretical coverage in square metres per litre is the volume solids percentage times ten divided by the dry film thickness in microns; actual use is higher after spray loss and wind. Agree a loss allowance with the applicator before ordering.
Then check these points with the supplier:
Jotun's technical writing says epoxy primers account for 60 to 80 percent of the coatings used in marine newbuildings, so confirm epoxy stock first.
Eastern Province summers bring heat and high humidity, and Red Sea yards have warm humid nights. Both shorten pot life and raise the risk of condensation on steel.
For witnessed surface preparation and thickness checks, see coating inspection. Coastal steel above the waterline overlaps with industrial protective coatings, and immersed structures also use cathodic protection systems.
Choose the maker's authorised distributor with local stock and a technical service engineer, then use chandlers for small ship stores. Compare on stock, technical support and paperwork, not only on price per litre.
Related pages: ship chandlers for stores, shipbuilding and repair for yards and offshore platform equipment. Post your requirement to compare suppliers.
Price depends on the paint technology, pack size and volume. Antifouling is the costliest per litre, but the hull is large, so it drives the bill. Delivery depends on local stock, import lead times for special products and the logistics of dangerous goods. For tank coatings, add time for approved products and for dehumidification equipment on site. Order early for dockings that are fixed by charter dates, because a missed paint delivery can hold a ship in the dock.
Paint warranties are conditional. Makers usually tie their backing to the specification being followed, surface preparation being inspected, and application conditions being recorded. Keep the paperwork: batch numbers, dry film thickness readings, ambient and steel temperature logs, and photographs of each stage. If a hull blisters two years later, those records decide whether the claim can even start.
Ask the supplier to agree the inspection points before the dock opens. The maker's technical service representative should attend the first blast and the first full coat, and sign the inspection report. In a busy repair yard at Jeddah or Dammam, where several vessels share the same gangs, a named inspector who stays with your job is worth more than a discount. Also settle who pays for waiting time if weather, dust or a dew point failure stops work. Write it into the order, because disputes over a delayed dock are more costly than the paint itself.
