FINAL MODULE 1

Explain, present the process, chemical reaction development and

identification of Corrosion onboard modern day vessel.

Deterioration of ships hull / structure through corrosion, fatigue and damage is

identified as a principal factor in the loss of many ships carrying cargo in bulk .
Failing to identify such deterioration may lead to sudden and unexpected accident.
Bulk carrier crews may be unaware of the vulnerability of these vessel types. The
consequential loss of a ship carrying heavy cargo can be expected to be very rapid,
should a major failure occur.

The following structural problems are associated with bulk carriers:

Ships Corrosion

Ships are built of steel, which in a marine environment exposed to water (both
fresh and sea) and air is prone to the formation of rust. Contributing factors that
accelerate the rate of corrosion include:

1. Cargo damage this occurs when heavy bulk cargo is allowed to freefall
from height onto the tank tops. The heavy impact of this cargo on the
tank top causes damage and breakdown of the coatings on the ceiling of
the double bottom tank underneath
2. Corrosive cargoes a number of bulk cargoes contain chemicals of a
corrosive nature and this is particularly the case in newly mined coal. It is
essential that the data sheet is inspected prior to loading the cargo. For
example, in the case of a high sulphur contact coal cargo, severe pitting
can result. To counter this, the hold floor can be coated in lime, but this
does not protect the bilges or bilge lines
3. Equipment damage grab damage to the hold floor, frames and ladders
can occur at most discharge ports. This not only causes material damage
to the ship's structure, but can also break down the paint coatings
exposing the base steel to the atmosphere. The deliberate hammering of
the floor and sides of the hold by grabs and bulldozers to free cargo
residues trapped between the frames will result in structural damage and
the breakdown of the paint coatings
4. Seawater corrosion in the majority of cases, this will take place in the
ballast tanks. Many companies now place sacrificial anodes in the ballast
tanks, which considerably reduce the corrosive effect of air and saltwater
5. Under SOLAS Chapter II-1 double side
skin spaces must be provided with a
compliant protection coating.

Fig : Cargo hold construction of a typical

bulk carrier
Metal fatigue

The weakening of the steel in a structure due to constant flexing, under the
repeated cycles of stress may result in structural fatigue failure. The concern about
fatigue failure is that it occurs without any apparent forewarning (eg deformation
of a structure that results in a crack).

Fatigue usually begins at welded joints, notches, discontinuities in structures and

areas of high rigidity in particular. However, variations in the size, shape and
design of each component and the conditions that the ship operates mean this may
not necessarily result in a structural failure. Areas where extra vigilant inspection is
recommended include:

1. The brackets at the connection of frames to the upper and lower wing tanks
2. the upper and lower connection of corrugated transverse bulkheads
3. corners of the hatch coamings where they are joined to the main deck.

Bulk carriers in particular become progressively weaker due to continuous

corrosion. In addition, the repetitive cycles of changing loads and the resulting
stresses due to hogging, sagging, panting, pounding and vibration all increase
fatigue.

High tensile steel (which is stronger than mild steel) is used in all areas likely to
experience high levels of stress. It means that scantlings can be reduced but the
vessel will still have higher strength and resistance to stresses, eg slamming due to
heavy pitching that may cause fatigue on the forward section of the hull.

It is recommended that, as soon as any cracks are seen, arrangements are made
immediately to repair them. Where possible, a crack arrestor hole should be drilled
at each end of the crack before any temporary repair is made. If the extent of the
crack is not evident, a detector dye can be used to establish this. As soon as
possible, Class should be called for a survey to make a permanent repair because a
crack that is overlooked may become a central point for localised stress resulting in
structural failure.

A crack may also damage protective coatings such as paintwork, creating an `open'
area for corrosion. While cracks may not initially be apparent, corrosion in any
area should be carefully checked for signs of minor cracks, particularly if there are
dents in the structure.

Operational Factors

Corrosion and fatigue will gradually weaken the hull over time. This can be
increased by variations in loading patterns and particularly heavy density cargoes
such as iron ore.

Another factor that gradually weakens a ship's structure is the abrasive and
corrosive nature of bulk cargoes such as coal, which can cause unintentional
damage to cargo hold coatings. Areas such as welded frame joints with tanktop or
deck plating are very likely to develop corrosion and subsequently crack if the
coatings are damaged.

Other factors include:

1. Liquefaction of cargoes, caused by water ingress or moisture in the cargo,
can cause cargo shift during the voyage
2. movement of ballast water in partly filled ballast water tanks or holds can
cause damage and create corrosion. To avoid this, tanks and holds should be
completely filled.

Fig: These holds are

unlikely to pass a grain
survey, as they are heavily
pitted with rust scale and
embedded with coal
staining

Cathodic protection

Cathodic protection is a system of preventing corrosion by forcing all surfaces of a

structure (e.g. hull) to be cathodes by providing external anodes. It can be achieved
by superimposing on the hull an impressed current provided by a remote power
source through a small number of inert anodes (impressed current cathodic
protection). Also accomplished by fitting aluminium, magnesium or zinc anodes in
tanks or underwater portion of a ship, which waste away by galvanic action
(sacrificial anode cathodic protection).

Effect of corrosion that could arise due to Structural stress Uneven

distribution of cargo
Ships are primarily exposed to atmospheric corrosion, caused by a combination
of high moisture and salt-laden sea spray, both of which directly attack the steel
through the smallest deficiencies of the pain layer.

Ships also suffer from fretting corrosion, caused by the repeated relative surface
motion between loaded metal surfaces, typically induced by vibration (caused by
machinery) and structural flexing (caused by sea currents and wind).

Like all metal structures containing different metals, at the contact points between
different metals, galvanic corrosion takes place – by the two metals forming a
parasitic galvanic cell with the sea water acting as an electrolyte. This cell’s action
causes one of the metals, typically the steel to oxidise.

Weak or absent earth connections between a docked ship’s hull and its pier-side
power supply causes leakage earth currents to flow out of the ship’s hull (typically
through a hull protrusion or sharp edge) into the water, and thereafter to the
seabed, which is the harbour power-supply’s earth. The point at which current
leaves the ship’s hull is prone to stray current corrosion.

The abundance of sea spray causes water to become trapped and accumulate in
crevices, whether formed by silt, sand, marine organisms, structural recesses, or
sealing material. This forms a stagnant always humid area on the metal, which
gives rise to a hidden-from-the-eye corrosion patch, which gradually erodes the
metal and allows water to ingress inner structures. This is known as crevice
corrosion.

Microbial corrosion is caused by certain types of marine bacteria, which stick to

the hull or accumulate in crevices. Their biological activity modifies local
chemistry by acid production, thus accelerating corrosion.

Internal corrosion takes place in tanks, piping and pumping equipment in oil

tankers.  
 
CORROSION VICIOUS CIRCLES

Structural weakening – Since stress-bearing components of ships are made of

steel, any serious corrosion causes structural weakness, compromising safety – In
stormy seas, ships’ hulls are subjected to much torsional stress, and normal-duty
payload (e.g. ship cargo) also stresses the structure. A weakened structure will flex
more, increasing fretting corrosion, and in turn further weakening the structure, as
well as allowing the ingress of water and dirt through weakened seals or through
welded/rivetted joints becoming porous, as explained below. And of course, a
sufficiently weakened structure can catastrophically fail.

Ingress of water and dirt causing more corrosion – Corrosion around openings,
often caused by salt water trapped under rubber seals, weakens the effectiveness of
these seals and allows water and dirt to enter enclosed areas. Those enclosed areas
may have an intricate internal structure with many places where water and dirt can
accumulate – usually invisible from the outside. The accumulated dirt forms a
sponge which retains any water ingress, forming stagnant pools of salty water,
causing further corrosion.

Ingress of water causing electrical faults – The weakening of seals mentioned

above can also cause water to enter electrical connection boxes and equipment,
causing short circuits and the corrosion of electrical connections.

Ingress of water causing flooding – Corrosion-weakened seals may cause ingress

of enough water to destabilise the ship. Corrosion-weakened rivetted or welded
joints (which may be below the water line) may become porous, allowing massive
flooding.