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Dragos Rauta INTERTANKO The Royal Institue of Naval Architects Conference London, 25-26 February 2004
the huge size of these ships makes it impossible to learn and train by simulation
People
for some 120 years, steel has been the common material of construction for ships
Ballast tank after more than 20 years the shipping industry has done a lot to progress the development of anti corrosive methods
corrosion can still be the number one enemy and turn a good ship into a "rust bucket"
Ref: A study on hul conditin assessment for aged double hull tankers- The Shipbuilding Research Association of Japan Panel #242 Committee (March 2002)
humidity in both cargo tanks and ballast tanks is the excess electrolyte in DH
the anode is the iron in the steel structure while the cathode is represented by various other elements including sulphur
Fully formed Sulphur Crystals as found on rust samples from Cargo tanks
. Hydrogen Induced Cracking (HIC) and can occur where little or no applied or residual tensile stress exists. It is manifested as blisters or blister cracks oriented parallel to the plate surface.
The key issue throughout this analysis is the continuous high humidity in all ballast and cargo tanks as well the preservation of a much higher temperature of the oil cargo No similar problems for the pre-MARPOL tankers. Limited problem for the post-MARPOL PL/SBT SH tankers. However, the DH design has actually created the conditions that give birth to these problems in all cargo and ballast tanks of the ship
Current legislation
Since July 1st 1998 all new build oil tankers and bulk carriers must have a corrosion prevention system in compliance SOLAS Ch II/1 Reg. 3 2. IMO has also issued Guidelines for best practices with regard to coating through Resolution A.798(19) These guidelines require that:
Performing systems require two coats. Additional stripe coats with brush should be applied to welds, cut outs and all sharp edges. Sacrificial anodes should be installed in cooperation with the anode and paint manufacturers to avoid side effects
IACS/Industry WG on Corrosion/Coating
A revised IACS Unified Interpretation SC 122 for the verification of compliance with SLAS II71 Reg. 3-2 and A.798(19) A draft new IACS Unified Regulation for coating of bottom and top structure of the cargo tanks of the oil tankers (new buildings only) Draft new IACS Guidelines for coating maintenance and repairs for ballast tanks and combined cargo/ballast tanks on oil tankers
The future
Paint fit for purpose: - Sustain Env. Conditions - Elasticity - Durability
CONCLUSIONS
continuous work on anti-corrosive measures research on the environmental conditions in the cargo or ballast tanks identify the adequacy of the paint strict control of the application, thickness of the coating and the ambient temperature coatings less dependent of the accuracy of the film thickness coatings with god properties and flexibility at high temperatures at which double hull tankers operate the high price paid by the ship owners should give them in return a quality product
CONCLUSIONS
Class Societies to increase expertise & experience Shipbuilders to control the quality of their subcontractors Companies applying the paint to demonstrate experience and capability Shipowners to buy in expertise to monitor the entire coating process Ship crews to proper monitoring, maintain and repair the coating In return, longer term guarantees Last but not least, the industry needs to further research and understand the corrosion mechanisms in double hull tankers (cargo and ballast tanks) and to identify the components that create that corrosion The elements we acknowledged today might not be the only factors to be taken into consideration
I cannot imagine any condition which could cause this ship to founder. I cannot conceive of any vital disaster happening to the vessel. Modern ship building has gone beyond that.
Capt. Edward J. Smith, H.M.S. Titanic