1. Protection against
Corrosion the
ships
Present: Erfan Zaker Esfahani
Email:
aref_z_e@yahoo.com
Number: ---------------
Lecturer: Dr. shams
University: najaf abad
university of
iran-esfahan

2. Introduction1
Corrosion Processes2
3
Introduction to Paint4
Anticorrosion Coatings5
Control of Corrosion

3. Corrosion can have disastrous consequences ….

4. Corrosion management is concerned with the
development, implementation, review and
maintenance of the corrosion policy. The corrosion
policy provides a structural framework for
identification of risks associated with corrosion and
the development and operation of suitable risk
control measures.
“Erika” was a 25 years old, single hull tanker, which
sank 40 miles off the Brittany coast, causing
widespread pollution, in 2000.

5. The design and maintenance of ships requires a
knowledge of corrosion:
– Specification and life-time (Fatigue life, use of HTS etc.)
– Age-related defects of single and double hull tankers
– “Survey-friendly” design (ease of access to inspect and repair)
– Quality of build and outfit (fit up of blocks, quality of finishes)
– Tank cargoes (and tank ullage space)

6. • The driving force behind corrosion of metal objects is the
desire of metallic elements to return to the state they are
predominantly found in nature e.g oxides.
• Extraction of a pure metal from its ore state requires energy,
and it is this energy which makes metals inherently unstable
and seek to react with their environment.
• Metals which have a higher energy input in their production
processes are more susceptible to corrosion, and have a lower
electrical potential.
6

7. 7
– Water
– Contaminants in the water (eg salts)
– Oxygen
• There are 2 main types of corrosion on ships:
• The three essential elements necessary for
corrosion to occur are:

8. 8
• The main factors which influence the rate of
corrosion are:

9. 9

10. Blade Tip Cavitation
Sheet Cavitation
Navy Model Propeller 5236
Flow velocities at the tip
are fastest so that pressure
drop occurs at the tip first.
Large and stable region of
cavitation covering the
suction face of propeller.

12. Consequences of Cavitation
1) Low propeller efficiency (Thrust reduction)
2) Propeller erosion (mechanical erosion as bubbles collapse,
up to 180 ton/in² pressure)
3) Vibration due to uneven loading
4) Cavitation noise due to impulsion by the bubble collapse
Propeller Cavitation

13. Propeller Cavitation
• Preventing Cavitation
- Remove fouling, nicks and scratch.
- Increase or decrease the engine RPM smoothly to avoid
an abrupt change in thrust.
-Keep appropriate pitch setting for controllable pitch propeller
- For submarines, diving to deeper depths will delay or prevent
cavitation as hydrostatic pressure increases.

14. Propeller Cavitation
• Ventilation
- If a propeller or rudder operates too close to the water surface,
surface air or exhaust gases are drawn into the propeller blade
due to the localized low pressure around propeller. The prop
“digs a hole” in the water.
- The load on the propeller is reduced by the mixing of air or
exhaust gases into the water causing effects similar to those for
cavitation.
-Ventilation often occurs in ships in a very light
condition(small draft), in rough seas, or during hard turns.

15. 15
A Typical Onsite Repair on a 4 x Blade Propeller
Propeller impact
damage inspected &
recorded
Propeller hub
cleaned & inspected
for cracks
Propeller blades
cleaned &
inspected for
cracks
Propeller
repaired and
final polish
applied

16. 16
WHAT IS MIC?
MIC is corrosion initiated or accelerated by microorganisms.
MIC is caused by specific genera of bacteria which feed on nutrients
and other elements found in Fresh and Salt water.
It is generally understood that microorganisms (bacteria and fungi)are
found living in almost every aqueous (water)environment on earth,
but this does not mean that all species are directly or indirectly
corrosive to steel.
Microorganisms require water to propagate (live)…
NO WATER……..NO MIC CORROSION !

17. 17
Microorganisms are required to produce MIC.
Three requirements to produce microorganisms are:
 Microorganisms require water to propagate.
 Microorganisms require a food source to
propagate.
 Microorganisms require specific environments to
propagate such as water temperature and stagnant
conditions.
TWO OF THESE THREE ELEMENTS ARE CONTAINED IN RIVER WATER.
NO RIVER WATER….NO MIC CORROSION!

18. 18
 Planktonic Bacteria
 Inclusion and Receptor Sites
 Sessile Bacteria
 Synergistic Colony Formation
 Nodules (Tubercles)
 Pit Propagation

19. 19
Aerobic Bacteria
(Pseudomonas Type)
Anaerobic Bacteria
(Clostridium Type)
BACTERIA TYPES

20. 20

21. 21
This photo illustrates an area that has been cleaned and shows minimal
general corrosion, intact mill scale, and intact coating. It also
demonstrates rust staining over the intact coating. There is no evidence
of MIC.

22. 22
 Routine inspections
 Clean environment
 Design of the barge
 Barrier System
 Chemical Treatments Through Green Chemistry
 Maintain the Coating System
 Other methods

23. 23
• There are two methods used for corrosion control on ships:
– Modifying the corrosive environment
• Inhibitors
• Cathodic Protection
– Excluding the corrosive environment
• Coatings

24. 24
• Corrosion inhibitors are used in areas where the electrolyte solution
is of a known and controllable quantity.
• On ships this occurs in onboard equipment (boilers, tanks, pipes).
• Anodic inhibitors work by migrating to the anode and react to form
salts which act as a protective barrier. Examples are chromates,
nitrites, phosphates and soluble oils.
• Cathodic inhibitors migrate to the cathode, and either inhibit
oxygen absorption or hydrogen evolution. Examples are salt
compounds of magnesium, zinc, nickel or arsenic.

25. 25
• Sir Humphrey Davy and his associate Michael Faraday first suggested
this as a method to protect ships hulls in 1824.
• Zinc protector plates were attached to copper sheathed hulls of Navy
vessels to reduce copper corrosion. The first full vessel to be protected
in this way was “Samarang”.
• The principle of Cathodic Protection is to convert all the anode areas
to cathodes, by polarising them to the same electrical potential as the
cathodes.
• There are two methods:
– Sacrificial anodes
– Application of an external electric current (ie an impressed current)

26. 26
• Paints are mixtures of many raw materials. The major components
are:
– Binder (other terms used include: vehicle, medium, resin, film
former, polymer)
– Pigment or Extender.
– Solvent.
• The first two form the final dry paint film.
• Solvent is only necessary to facilitate application and initial film
formation, it leaves the film by evaporation and can therefore be
considered an expensive waste product.

27. 27
• Binders (or “Resins”) are the film forming components of paint.
• They determine the characteristics of the coating, both physical
and chemical.
• Paints are generally named after their binder component,
(eg.epoxy paints, chlorinated rubber paints, alkyd paints etc).
• Binders fall into two classes:
- convertible
- non-convertible
• In convertible coatings there is a chemical reaction involved.
• In non-convertible coatings there is no chemical reaction, only
loss of solvent.

28. 28
• Pigments and extenders are used in the form of fine powders
which are dispersed into the binder to various particle sizes.
• These materials can be divided into the following types:
– Anticorrosive pigments
– Barrier pigments
– Colouring pigments
– Extenders

29. 29
• Solvents are used in paints principally to facilitate application.
• Their function is to dissolve the binder and reduce the viscosity of
the paint to a level which is suitable for the various methods of
application, ie. brush, roller, conventional spray, airless spray.
• After application the solvent evaporates.
• Solvent therefore is a high cost waste material.

30. 30
• The outside of a ships hull is generally coated with an anticorrosive
paint system and an antifouling paint
• For the purposes of this talk we assume that the antifouling paint has
little
or no effect on the anticorrosive properties of the scheme.
• The better the anticorrosive system the longer the vessel will be
protected against corrosion, and the less will be the reliance on
cathodic protection.

31. 31
– Physical barrier properties
– Ionic resistance
– Adhesion
– Chemical inhibition

32. 32
– No fouling where the coating remains intact
– No In-water cleaning required
– Reduced cavitation-induced noise in certain instances .Trials are
continuing at Newcastle University and on ships to understand
and quantify these benefits further.

33. 33
• CP systems are capable of protecting structures without paint
• CP will only work when the anode and the structure are joined by a
conductive medium eg. sea water.
• Structures subject to cyclic wet/dry immersion, eg. splash zones or ballast
tanks, will only be protected for part of the time.
• The costs involved in the installation and maintenance of a CP system are
significantly reduced if a protective coating is applied.

34. 34
• All coatings are subject to degradation over their service lifetime
• Coatings become damaged due to the operational environment
• CP systems provide protection at sites of damage or holidays (whilst the
structure is immersed)

35. 35
Summary
• Coatings are a mixture of binder, pigment, and solvent and help to protect
against corrosion by reducing the diffusion of oxygen and the electrolytic
transport.
• Paints and CP systems work well together providing care is taken with the total
system design.
• Paint choice will influence the cost of corrosion protection at both new
construction and maintenance.
• The direct cost of coatings is ~2% of a new vessel. With the surface
preparation and coating application costs this increases to 8~10%.
• Coating failures can be very costly so choice of the correct product is essential,
from new.

36. Thank you for your attention
12/2011
Prepared on