[Jirapure & Borade, 3(7): July, 2014]

ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852

IJESRT
INTERNATIONAL JOURNAL OF ENGINEERING SCIENCES & RESEARCH
TECHNOLOGY
Naval Corrosion--Causes and Prevention
S.C. Jirapure1, A.B. Borade2
Assistant Professor, Department Of Mechanical Engineering, JD Institute Of Engineering & Technology,
Yavatmal, Maharashtra, India
2
Professor,Dean R&D, Head of Mechanical Engineering Department, JD Institute Of Engineering &
Technology, Yavatmal, Maharashtra, India
sagarjirapure@rediffmail.com
Abstract

Year upon year the cost of naval corrosion has increased until it is estimated today at 4 % of the Gross
National Product. An enlightened approach to materials selection, protection and corrosion control is needed to
reduce this burden of wasted materials, wasted energy and wasted money. This paper have been compiled to help
marine designers, engineers, and equipment users, understand the causes of naval corrosion and the way in which
protective systems and more resistant materials can be used to reduce or entirely eliminate sea water corrosion
problems.
Keywords:Anticorrosion coatings; Cathodic protection; Coatings; Corrosion; Corrosion protection;Hulls..

Introduction
Many different types of destructive attack
can occur to structures, ships and other equipment
used in sea water service. The term 'naval corrosion'
describes the majority of the most troublesome
problems encountered in contact with sea water, but
atmospheric corrosion of metals exposed on or near
coastlines, and hot salt corrosion in engines operating
at sea or taking in salt-laden air are equally
problematical and like aqueous corrosion require a
systematic approach to eliminate or manage them.
Long-term preservation is a difficult
objective for anything that resides in an exposed
environment, and this is particularly true for ships in
the naval environment. Wooden ships are often
considered the most problematic due to insects,
funguses, bacteria, and marine animals. Yet iron
ships, while not subject to such organic attack, are
hardly less temporary. When man produces iron to
build a ship he is taking a relatively stable substance iron ore - and purifying it until it becomes an
unstable substance, so unstable in fact that it wants to
decompose in the presence of oxygen. A nearly
universal element, oxygen is hard to get away from
on this planet and, as if that is not bad enough, these
creations is then tossed into one of the most corrosive
environments there is - sea water.
For naval applications, mild steel remains
the number one metal for constructional purposes by
virtue of its relatively low cost, mechanical strength
and ease of fabrication. Its main drawback is that is

corrodes easily in seawater and unless adequately

protected, rapidly loses strength which may result in
structural failure

Corrosion Mechanism

In general terms corrosion can be defined as

the spontaneous reaction between a material and its
environment which results in the degradation of that
material. To be more specific, metallic corrosion is
the oxidisation of the metal at the metal/environment
interface. This reaction subsequently results in a
deterioration in the mechanical properties of the
metal.
The majority of metals in nature are found in
their mineral state, i.e. in their stable oxidised
condition as oxides, chlorides, carbonates, sulphates,
sulphides, etc. The extraction of a metal from the
appropriate mineral involves a reduction process in
which a great deal of energy is absorbed. As a
consequence of this large energy input the metal is in
a high energy condition and will endeavour to return
to its former stable, oxidised, low energy state as
quickly as environmental conditions will allow. It is
the energy difference between the pure metal and its
oxidised forms which is the driving force for
corrosion.
Mild steel is an impure, heterogeneous
material. This is a major factor contributing to its
poor resistance to corrosion. The presence of what
are referred to as anodic and cathodic sites on the
steel surface and their reaction with oxygen and
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water results in the transformation of a metal atom to

a metal ion by the loss of electrons.

ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852
High temperatures: The rate of corrosion of steel
almost doubles for every 10 C rise in temperature.

Types Of Naval Corrosion

Localised Corrosion
In naval environment stainless steel will
never corrode uniformly. Corrosion is localized, i.e.
crevice corrosion. Localized corrosion often is being
promoted by a biofilm. Crevice corrosion is a major
problem in naval environment because of the low
resistivity of the water (seawater resistivity is about
0.35 Ohmm). Even 6% Mo SS at 30C can suffer
crevice corrosion in seawater.
Figure 1. Corrosion mechanism (AkzoNobel)

Causes Of Naval Corrosion

Naval environmental conditions that
accelerate corrosion and degradation include
moisture, salt water, oxygen, ultraviolet light, and
high temperatures. These ambient conditions may not
only significantly accelerate corrosion, but they may
also degrade protective coating systems.
Moisture: Moisture in naval air often condenses on
naval structures where it accelerates corrosion and
deteriorates coatings. Thus, a coating system is
required that will be impermeable not only to
atmospheric moisture but also to water in which these
structures may be immersed.
Salt: Salt is electrically conductive and thus
promotes corrosion which is an electrochemical
reaction. Because of the concern for salt
contamination of cleaned surfaces prior to application
of marine coatings, conductivity or other analyses for
salt contamination are conducted to see if further
cleaning is necessary before coating. Winds and
waves can carry seawater onto steel decks, and winds
can blow seawater spray onto all elevations of marine
structures.
Oxygen: Surface marine waters are relatively heavily
oxygen overloaded compared to seawater at a greater
depth, and oxygen greatly accelerates corrosion.
Thus, corrosion of immersed steel naval structures is
usually greatest in tidal areas.
Ultraviolet light: The suns ultraviolet light can
deteriorate some types of protective coatings used in
corrosion control. Epoxy coatings are particularly
susceptible to this type of deterioration. Fortunately,
much of the coatings on maritime structures are not
exposed to sunlight most of the time.

Figure 2: Crevice corrosion in seawater cooler (Wraglen

p.179)

Stress corrosion cracking

At temperatures above 60C stainless steel
304 and 316 are sensitive to chloride cracking.
Oxygen must be present, which means that produced
water from oil or gas production does not cause stress
corrosion cracking, even at high temperature. Duplex
stainless steel and 6% Mo are much less sensitive to
this phenomena, however under extreme conditions,
i.e. high temperature and high stresses and cold
deformation it may occur. Sometimes stress corrosion
cracking occurs from the outside; especially
longitudinal welded pipes at higher temperature are
sensitive to this type of corrosion under insulation.
Galvanic Corrosion
Like crevice corrosion, the low resistivity of
seawater also promotes strongly galvanic corrosion.
Galvanic corrosion is seen as a major concern for
materials performance in naval environment. A well
known example is bronze bearings in ships, where
sacrificial zinc anodes need to protect the steel hull
for galvanic corrosion. Also stainless steel can suffer
galvanic corrosion, or it causes galvanic corrosion to
other, less noble, alloys.

Oxidation
All metals are subject to oxidisation.
Oxidation is the natural process of the metal
returning to its base elements by combining with
oxygen from the atmosphere or the local
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[Jirapure & Borade, 3(7): July, 2014]

ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852

environment, for example, oxygen from the

surrounding seawater. Some metals use the oxidation
process to protect themselves, while the process
destroys other metals. Rusting is the common name
for the metallic flaking of steel and iron, however it is
still oxidation.

Figure 4. The pitted area closed to the blade tip is caused

by cavitation

Corrosion by Seawater
Corrosion by sea water, naval corrosion, is
an electrochemical process, and all metals and alloys
when in contact with sea water have a specific
electrical potential (or corrosion potential) at a
specific level of sea water acidity or alkalinity - the
pH.
Figure 3. A large rust patch was started by water getting
under the protective paint work at the edge of the hole
and has resulted in substantial damage.

The effects of oxidation on metals such as mild steel

are immediately apparent and are very destructive to
the metal component. Metals such as stainless steel,
titanium and anodised aluminium are protected from
further destruction by the oxidation process as they
form a thin oxygen-impervious layer over the
surface. As long as a supply of oxygen is available
from the atmosphere or the surrounding environment,
for example seawater, the thin oxidation layer is selfhealing if subjected to scratching or abrasion.
Cavitation
Cavitation occurs when the local water
pressure falls to near zero. This causes cavities or
bubbles in the water. If the bubbles collapse on the
surface of a metal component, such as a propeller
blade, the implosion is so violent that the surface is
mechanically attached and some of the metal is
plucked from the surface, resulting in a pit on the
surface.
Some metals have a greater resistance to attack from
cavitation than others. The more noble metals are
much more resistant to cavitation attack than metals
such as mild steel. As a general guide, cavitation
resistance is increased with the hardness of the metal.

Figure 5. RegIon of corrosion

This typical diagram shows the regions

where the metal will freely corrode; the region of
passivation where stable oxide or other films form
and the corrosion process is stifled; the region of
pitting corrosion where the corrosion potential of the
metal exceeds that of its oxide; and the region of
immunity where the metal is normally fully safe to
use. More resistant alloys mean less corrosion,
metals like gold platinum and tantalum can resist
virtually all corrosion, but for marine service the final
choice will always be a compromise with cost.
Pitting corrosion
The main characteristic of this type of
corrosive attack is that it is extremely localized and
steel penetration can be deep in relation to the area
under attack. This is one of the most dangerous forms
of corrosion and can be most intense on millscaled or
croated steel.

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[Jirapure & Borade, 3(7): July, 2014]

ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852
the combination of wind and splashing sea water
invariably causes severe corrosion and wastage (this
is often the thinnest area of a hull and where leaks
usually begin).
Bilges
Bilges are a common corrosion problem
because they remain damp. If sloshing bilge water is
present, the lower interior of the hull can suffer
corrosion rates as severe as those of the wind-andwater line.

Figure 6. Pitting Corrosion

Pitting frequently occurs in metals that use

an oxide layer to protect themselves. Metals such as
stainless steel tend to pit in seawater if the
mechanism that maintains the film breaks down for
any reason. The hindering of the self-repairing film is
usually the result of changes in the environment over
the surface of the metal. Some examples include:
differences in temperature, variations in the oxygen
supply over the surface, or an uneven flow of water
over the surface of the metal component.
Bacterial corrosion
Also referred to as micro-biological
corrosion or anaerobic (without oxygen) corrosion,
this type of corrosion may occur if local operating
conditions support bacterial activity.

Factors which aggravate Naval corrosion

Sea water, if not destructive enough on its
own, has several powerful allies assisting the
breakdown of metals and non metals alike. Living
allies in sea water also enhance its destructive
power. Microbiological organisms, clusterings of
weed, limpets as well as deposits of sand, silt or
slime not only exclude oxygen but often create
locally corrosive conditions under these deposits
which aggravate attack. Coatings and composite
structures can experience rapid degradation.
Sulphate reducing bacteria, left undisturbed in marine
silt or mud deposits, will produce concentrations of
hydrogen sulphide which are particularly aggressive
to steel and copper based alloys.

Controlling the Naval corrosion

Protection by painting
Painting the ship isolates the steel from the
corrosive media. The paint must also be resistant to
the naval environment and the application strictly
controlled to ensure full and effective coverage of the
steel. Regular inspection and repair of the coating
may be necessary to achieve reliable and lasting
protection.
Figure 7. Bacterial Corrosion

Effects Of Naval Corrosion

The Underwater Hull
The portion of an iron ship most vulnerable to
corrosion is the underwater hull, and this is where
corrosion can have the most terrible effect. Along
with coatings, an effective weapon for preserving the
underwater hull.
Topsides
The impressed current system will not,
however, protect a ship's topsides, which must
continue to rely on anti-corrosive coatings. The area
of greatest concern is the wind-and-water line, where

Cathodic protection
Sacrificial anodes enable the potential of the
system to be changed and will provide temporary
protection to steel exposed by wear or damage of the
protective coating. Systematic location of the anodes
is critical to their overall effectiveness. They must
likewise be regularly serviced and replaced when
spent.
Inhibition
Inside the ship inhibitors which modify the
corrosion process may effectively prevent attack in
bilges and other areas where sea water will collect
and stagnate. Reliable systems to monitor and
maintain the correct concentration of the inhibitor are
an essential aspect of this prevention strategy.

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Galvanic corrosion
In practice ships are rarely made just from a
single metal or alloy. Modern engineering systems
use a wide range composites and of metals and
alloys, some more, some less resistant to marine
corrosion than steel. The more resistant alloys may
aggravate the attack on adjacent unprotected less
resistant alloys. This galvanic effect is not always
confined to separate metals, some alloys improperly
processed in manufacture or fabrication carry the
seeds of their own destruction in their microstructures
which contain phases so widely separated in
corrosion potential that without further overall
protection by coating, anodes or inhibitors, selective
attack of the less resistant phase is inevitable.
Using corrosion resitant alloys
Depending on design factors including the
severity of the application and the levels of strength,
damage tolerance, reliability, safety and life required,
components and systems can be manufactured from
composites, or from stainless steels of increasing
resistance, or from copper based alloys such as
cupro-nickel or nickel aluminium bronze, nickel
alloys or titanium, using these materials exclusively
or in conjunction with each other or less resistant
alloys. Protection for the least resistant alloys by
anodes, or impressed potential, requires careful
control of the system potential to avoid the possibility
of hydrogen uptake by the more highly corrosion
resistant alloys such as super duplex steel and
titanium.
Monitoring the Rate of Corrosion
To determine the degree of success of
preservation efforts, the rate of corrosion and
attendant wastage of a vessel should be monitored
closely. Visual inspections should be carried out on a
routine basis, with particular attention to some of the
problem areas noted above. Measuring shell plate
thickness is probably the single most important
method for establishing the overall condition and rate
of deterioration of an iron hull. The tool of choice for
this is the ultrasonic caliper, which measures the
thickness of metal by sending an ultrasonic signal
though the material. These tools have become
cheaper and more sophisticated in recent years and
would be a useful addition to the maintenance tool kit
of any large vessel. The process of ultrasonic testing
(UT) is straightforward, but difficulties are
sometimes encountered when attempting to measure
some types of malleable iron plate due to imbedded
layers of silicone slag. These layers tend to bounce
the signal back, thereby giving only a partial reading.

ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852
An experienced operator can learn to accurately
decipher these signals and some newer UT gauges
can be calibrated to overcome this problem entirely.

Conclusion
Key factors in prevention of marine
corrosion are design, selection of materials,
construction, use and maintenance. Failings in any
one of these may lead to a total failure to prevent
attack, which once started may cost far more to
correct or eliminate than any notional savings on
materials achieved at the outset. In a recent survey
corrosion was found to be responsible for 30% of
failures on ships and other marine equipment.
There are five main methods for controlling
the tendency of metals to corrode in sea water:
By isolation of the corroding metal from the
sea water by painting, or other coating
Changing the potential of the metal to a
point where corrosion ceases - by impressed
voltage or coupling to a sacrificial anode.
By making the metal passive, using
corrosion inhibitors.
Changing the pH of the local environment
by chemical dosing.
Use of non metallic materials including
composites may offer a solution for some
applications.
And finally by making a change to a more
corrosion resistant material.

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ISSN: 2277-9655
Scientific Journal Impact Factor: 3.449
(ISRA), Impact Factor: 1.852

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