What is ICCP?

HOME / CATHODIC PROTECTION / IMPRESSED CURRENT CATHODIC PROTECTION SYSTEMS

Impressed current cathodic protection systems are the ultimate state-of-the-art, long-term
solution to corrosion problems, and are recognized as a superior alternative to sacrificial
anode systems, which require frequent replacement. Impressed current cathodic protection
systems are preferred by ship owners because they reduce fuel cost and maintenance.
Our systems work by supplying a controlled amount of DC current to submerged surfaces
using highly reliable mixed metal oxide anodes and zinc reference electrodes. This
electrical current, constantly monitored and regulated by the system itself to prevent the
electrochemical action of galvanic corrosion before it begins.
For more than 25 years, sea-going vessels of every type and size – oil tankers, LNG
carriers, cruise ships, pleasure craft, workboats, semi-submersibles, and more – have
benefited from the 24-hour protection provided by Impressed current cathodic
protection systems against the costly, corrosive effects of electrolysis.
System Advantage
 Increased life of rudders, shafts, struts and propellers as well as any other underwater
parts affected by electrolysis
 Anodes are light, sturdy and compact for easy shipping, storage and installation
 Anodes, reference cells and automatic control systems maintain just the right amount of
protection for underwater hulls and fittings, unlike standard zinc anodes, which can’t
adjust to changes in salinity or compensate for extreme paint loss
 Automatic control equipment ensures reliable, simple operation
 Optimum documented corrosion protection at minimum overall cost
 Only one installation required for the life of the vessel or structure
 Increased dry-dock interval

Designed to provide a 20 plus year service life

Our ICCP System is designed for our world wide clients with the following features.

 Auto/Manual mode
 4.3” TFT Touch screen LCD display
 Data download is applicable through USB memory
 Very convenient operation on easy and sophisticated controller
 Data communication and alarm signal can be connected to ship’s AMS
 Simple installation to all kinds of new building as well as retrofitting ships
Refer to information below for detailed specifications
Reference Cell / Electrode
ICCP systems are controlled to assure optimum protection. This control is obtained by
inserting a third electrode between the anode and the cathode. The third cell/electrode is
insulated and does not receive any anode current. This cell/electrode is freely corroding and
it becomes the starting point — or reference — in eliminating corrosion. Cell/Electrodes
constructed of Zinc are used exclusively with the ICCP system.

Zinc Reference Electrode

Power Supply Unit / Control Panel
Each standard ICCP system utilizes a solid-state controller which monitors and controls the
protection as measured by the Zinc Referance electrode. Anode current automatically
increases when the electrode potential falls below the designated control value. An over-
and under-potential alarm is provided with the system package. We also offer optional
digital control, state-of-the-art technology with every system. The computer controller
(shown below is more accurate and provides central control, monitoring, data storage and
hard printout.
Mixed Metal Oxide Anodes
Mixed Metal Oxide anodes of are used exclusively for ICCP systems. ICCP anodes are
manufactured in Linear Loop , Elliptical and Circular designs with insulating holders. They
are available in a single unit capacity of 75 to 225 amperes, as required for various
installations.
AUTOMATIC BACKFLUSHING FILTER

A quick overview:
 It is always used in conjunction with a centrifugal separator.
 Can be used both for Lube oil and Fuel oil
 Continuous backflushing- no adhesion of filtrate to filter surface.
Lets have a deeper insight into this.

Many students interpret that an automatic backflushing filter can replace the centrifugal seperator.
This is a completely wrong notion. The centrifugal separator cleans the oil and removes the water.The
main difference between a filter and a centrifugal separator is that a filter separates the impurities
according to size, while a separator works with the density difference between the impurities and the
oil.

Working overview

In Automatic Backflushing Filter (ABF), the dirty oil is passed through a set of filter elements, divided
into chambers. A part of clean oil coming out of the filter element is used to backflush a part of the
filter element. A distributor continuously changes the chamber which is backflushed. In this way at any
time, one chamber of filter element is backflushed with the clean oil.
The backflushed oil of filtering chamber is filtered in the diversion part of the ABF. Here also the filter
elements are backflushed, leaving behind a minimal amount of dirty backflushed oil.

Construction details

The filter consists of the following parts

 Filter housing
 Filtering unit and Distributor
 Motor to rotate the distributor.
Filter housing has two chambers : Full flow chamber, and Diversion chamber.
 Cut Section Of Automatic Backflush Filter
Full Flow Chamber
 Contains disc type filter elements,stacked on top of each other.
 Dirty oil enters in the disc stack from center and leaves from periphery.
 Each disc type filter is divided into chambers.
 At any time any one chamber is continuously backflushed with a part of clean oil from the
remaining chambers.
 The rotating distributor ensures that each chamber of disc stack is consecutively backflushed
with clean oil from remaining chambers
 This process ensures that none of the chamber clogs with the impurities.
 The electric motor rotates the distributor such that the distributor diverts a part of cleaned oil
into the backflushed chamber.
 Filter Elements

Oil Flow through Element

Diversion Chamber
 The backflushed oil of the full flow chamber is fed to the diversion chamber.
 here also there is stack of disk filters.
 the backflushed oil is filtered in the disk stack and is moved out as clean oil.
 Here also any one chamber is continuously backflushed with the clean oil of diversion chamber.
 The backflushed oil of diversion chamber is sent to

Operating principle

Phase 1
Filtering in the full-flow chamber

1. Unfiltered oil enters the full-flow chamber of the filter at “A” and flows into chamber “B” – the
space between the distributor “C” and the inner perimeter of the sleeve where the filter elements “D”
are fitted.
2. From chamber “B” the oil is distributed into and through the filtering columns formed by elements
“D”. The solids present are trapped.
3. The filtered oil is fed into chamber “E”, where it flows to the engine through the filter outlet “F”.
Approximately 200 l/h of the filtered oil flows from chamber “E” to the hydraulic motor “H” through
the feed pipe “G” to drive the hydraulic motor.
 Phase 1 of Automatic Backflush Filter

Backflushing in the full-flow chamber

4. While the “full-flow” filtration takes place in all columns except one, solids are removed in one
column by backflushing, using part of the filtered oil from chamber “E”.
5. The backflushing oil with its solids passes through channel “K” in the distributor “C” to the diversion
chamber “L”.
Filtering in the diversion chamber
6. The backflushing oil passes from diversion chamber “L” through the diversion filter elements “M” to
the passage in the distributor “N”.
7. Filtered oil is taken back through passage “N” in the distributor via outlet “P”.
8. In this first phase, no backflushing is performed in the diversion chamber.

Phase 2

Filtering in the full-flow chamber and diversion chamber

Backflushing in the diversion chamber

In this phase, the distributor has rotated one step compared with Phase 1.
9. Part of the filtered oil in chamber “E” can now pass through the channel “R” in the distributor and
through the diversion filter elements “M” (from inside to outside) removing the trapped particles from
the outer side of the elements.
10. The particles trapped by the filtering elements “M” can thus settle to the bottom of the diversion
chamber “L”. Removal of the filtered solids
11. The solids filtered out in the diversion chamber are then discharged from the system by periodic
draining by an automatic or manual valve “V”.
 Phase 2 of Automatic Backflush Filter

Benefits
 Long service interval
 Low maintenance cost
 High filtration efficiency
 Constant pressure drop during operation due to continuous backflushing.
 Filter screen is kept clear by continuous backflushing, which means that long service intervals
can be achieved, without accumulation of particles on filter screen.
 Robust disc-type filter elements.
 Simple installation and operation
 Compact, lightweight design.

The filtration method described above gives a peek in the futuristic technology available in the market,
the need is now to tap these into the use of betterment of seafaring community.
The ABF technology not only limits its employment in shipping industry, but can be used in wide array
of industrial use as well.
What checks are to be carried out if vacuum in the evaporator
type FWG is not reaching up to required level?
Typical faults in fresh water generator are:

Loss of Vacuum or Over-pressure of Shell

The shell pressure of the fresh water generator rises and rate of freshwater produced reduces. The
reasons are:

1. Air leaks into the evaporator shell in large quantities and air ejector cannot cope.
2. The cooling water flow through the condenser is reduced or cooling water temperature is high.
This cause saturation temperature and hence saturation pressure within the condenser to rise.
3. Malfunctioning of the air ejector.
4. Flow rate of the heating medium increased and excess water vapour produced. Since this
excess vapours cannot be condensed, shell pressure increases or vacuum falls.

How salinity of fresh water produced can go high in a

running fresh water?
Salt Water Carry Over

Salt water may be carried over in large quantities during operation of the freshwater generator. This
is called priming. General reasons of the priming are:

1. Level of salt water inside the shell is high. When water level is high agitation due to boiling
occurs and salt water may carry over along with the vapours.
2. When the salt water brine density is too high, agitation of salt water occurs which results in
priming.
3. Increased evaporation rate.
Gradual Increase in Level of Brine

For the satisfactory operation of the freshwater generator, a constant level of brine to be maintained
in the shell. Brine is the concentrated sea water after liberation of water vapours. This brine is
gradually extracted from the shell. Usually this is achieved by the combined air-brine ejector. It
extracts air as well as brine from the shell. Any fault in the ejector or brine extraction pump (in some
models) cause increase in the brine level.
Increase in Salinity of Freshwater

Possible causes are:

1. Brine level inside shell too high.

2. Leaking condenser tubes or plates.
3. Operation of evaporator near shore with contaminated feed water.
4. Shell temperature and pressure too low.
5. Increased solubility of CO2 generated from the salt water due to reduced sea water
temperature. This dissolved CO2 makes water acidic and conductivity of water increases.
Hence salinometer shows increased salinity, which is a measure of conductivity ans not
presence of salt.
Reasons for oil carryover in air compressor.
Starting air lines on board ships may contain large amount of air along with fine droplets of oil mixed
with it. These oil droplets are formed by carry over from air compressors. Any source of heat when
supplied to this rich mixture could result in catastrophic starting air explosion. So it is important to
maintain starting air compressors in good condition. Compressor performance, oil separator
operation, inter cooler and after cooler efficiency, etc. to be monitored periodically. Also drain all air
bottles regularly to get rid of most of the water and oil.

Reasons for Oil Carry Over in Air Compressors

 Choking oil drain holes in the scraper rings

 Worn out oil scraper ring
 Wrong fitting of oil scraper rings
 Worn out liner
 Choking of crankcase breather (it results in crankcase pressurization and eventually oil carry
over
 Excessive cylinder lubrication in some types of compressors
How to Minimize it

 Replace worn out scraper rings

 Clear holes of scraper rings
 Fit scraper rings properly
 Clean and clear crankcase breather
 Adjust lubrication to the top of the cylinder
What is MGPS system? Why is it needed? How does it work?
What is Marine Growth?
Ships are dependent on the seawater upon which they travel for a variety of reasons. One
primarily function seawater serves is to cool the engine and parts of the ship while it’s
operating. The used seawater is then discharge back into the sea and new seawater taken
in, forming a continuous flow of exchange of saline water between the ship and its
surrounding aqueous environment. Despite its benefits, the downside of this is that
seawater contains marine organisms (both macro and micro), some visible to the naked eye
while most are not. As the seawater passes through the various pipes and parts of the
ship’s engine, marine organisms are deposited along their surface. Over time, the deposit
builds up, reducing the efficiency of the ship’s engine and in severe cases, choking the
entire system of the ship’s engine which could eventually lead to malfunction of the entire
ship’s engine.

Consequences of Marine Growth and Marine Fouling

 As the marine organisms flourish they block and narrow the passage of cooling water in the
ship’s system resulting in the following factors:
 Impairing the heat transfer system

 Overheating of several water-cooled machineries

 Increase in the rate of corrosion and thinning of pipes
 Reduced efficiency which can lead to loss of vessel speed and loss of time

MGPS, the solution.

Fortunately, the Marine Growth Prevention System (MGPS) was conceptualised and
created with the sole purpose of defeating Marine Growth right at its very root, preventing
even the most minute trace of marine organism from depositing itself along the ship’s
interior altogether.

The system consists of a CONTROL UNIT which supplies impressed current to Anodes.
The COPPER anode produces ions, which are carried away by the sea water into the piping
and machinery system. Concentration of copper in the solution is less then 2 parts per
billion but enough to prevent marine life from settling Basic principle on which MGPS runs is
electrolysis. The process involves usage of Copper, Aluminum and Ferrous Anodes.
The ions, spread over the system and produce a anti fouling and anti corrosive film over
the Sea Water Pipelines , Intercoolers, Condensors , Heat Exchangers, Valves,
Refrigeration Systems , Box Coolers and AC units internally. Increasing seawater
circulation and eliminating corrosion in the pipelines, increasing its duration and efficiency.
That means energy savings
Our Anti-fouling System is designed for our world wide clients with the following features.
 Capable of auto current change acc to 2 or 3 step flow operation

 Touch screen controller is applicable

 Low installation/maintenance costs and Safe
 Environment-friendly with normal 2ppb (parts per billion) dosing rate of copper ion
 Very convenient operation on easy and sophisticated controller
 Data communication and alarm signal can be connected to ship’s AMS
 Simple installation to all kinds of new building as well as retrofitting ships
Box Cooler Anodes

With the MGPS system in place, you can always rest easy, knowing your vessel’s Sea
Water pipeline interiors are well protected.
(Please watch the below video animation of how the MGPS
system functions)
Notice – EU Compliance
The European Chemicals Agency has released Regulation of Biocidal Products (BPR) and
Copper based Anti-fouling System for the European Market shall be complied with this
regulation. We have been deeply involved in the review of copper for use in Anti-Fouling
(MGPS) on Article 95 of BPR for the ships trading in European waters and as of March
2016 have been approved /listed as authorized supplier of copper based anti-fouling
systems.