Corrosion in Oil Tankers
Oil Tankers in Arabian Gulf Countries (GCC)
Don’t take my word for it. Read the first few pages and see how this will change your Knowldeg about Corrosion Engineering
The outside corrosion of the oil tankers can be divided into three areas: Atmospheric exposed areas, alternate wet/dry cycling areas and fully immersed areas. The inside corrosion of the oil tankers refers to corrosion in cargo tanks, ballast tanks, board structures, pipelines and onboard equipment. In this book, mechanisms of the corrosion inside and outside the oil tankers have been discussed in detail.
All different types of corrosion which attack parts of oil tankers are mentioned with illustrations and actual photos. These are including microbial induced-corrosion (MIC), pitting corrosion, general corrosion, stress corrosion cracking (SCC) and hydrogen cracking. Corrosion control, for the oil tankers, including cathodic protection and coating are demonstrated intensively; showing the newest methods for application.
Information about Oil Tankers, Chemical Tankers and Dry Docks in Gulf Cooperation Council (GCC) can be found in the book. Also Inspection and maintenance of oil tankers and the main oil tankers disasters are discussed in details. The corrosion problem and the causes of M. V. Castor Disaster, The Nakhodka Disaster and Erika Disaster with investigation reports for each were mentioned.
Abdulaziz A. Almubarak is a Professor of Corrosion Engineering, College of Technological Studies, Kuwait. The author of many professional publications in corrosion, he has over twenty years’ experience of organizing and presenting corrosion courses for the oil and gas industry, both in Kuwait and overseas. He taught several courses in corrosion engineering at Cornell University, Ithaca, NY; Colorado state University, Fort Collins, CO; Wyoming University, Laramie, WY, He, also presented corrosion
courses in UAE and Bahrain.
Professor Almubarak was a Visiting Professor at Massachusetts Institute of Technology, Boston, MA., between 2011-2013. He involved with a research group at H.H Uhlig Corrosion Laboratory, MIT.
I have got more than 20 books on corrosion engineering. Based on my experience working 20 years in an oil refinery as a corrosion engineer, this book is the best among all and has been very useful to me. It contains all information you need to understand the corrosion in Oil Tankers you may find in your job and can lead you the best way to solve your corrosion problems.
Learning new techniques to coating oil tankers by different epoxy is great idea and add more experience t for me
George Smith, 2020
This is one of the best books i have seen that deals with the subject of Corrosion in Oil Tankers. I would recommend this book to any engineer involved with corrosion and integrity issues. The price of this book is reasonable, however it is the most valuable book on corrosion engineering I have. This is just the only one you really need on corrosion of oil tankers.
I’ve learnt alot about corrosion Science. this book realy great
Hellen o.alexander: Review 5 Stars 2019
Chapter 1: Marine Environments and
Marine Environments and Corrosion
Atmospheric Sea Exposure (Offshore)
High and Low Tide (Splash Zone)
Deep Water (Immersion)
Prevention and Control of Marine Corrosion
Chapter 2: Oil Tankers 27
Top 10 World’s Largest Ships
- Seaweise Giant
- Pierre Guillaumat (supertanker)
some pages from the book:
Corrosion in the upper deck of the cargo tank.
It seems that existence of H2S in the vapor space does not strongly affect on corrosion but mainly generate sulphure crystals and increases the volume of the corrosion product. This mean that general corrosion of the upper deck plate progresses by the condensate water with low pH  . The corrosion rate of the upper deck measures approximately 0.2-0.3 mm/yr.
Corrosion mechanism at the bottom plating structure of a ballast tank.
The humidity is always high in the ballast tanks. The percentage of humidity can reach 95% depending on the temperature of the surrounding seawater and the cargo. There is nothing that can be done to remove humidity from ballast tanks. Variation in temperature during the day and night with high humidity lead to condensation of water and make all surfaces in the ballast tank wet all the time. This situation increases corrosion in all locations in the ballast tank.
: Corrosion of the upper deck plate
Various gases are gathered in the vapor space of the cargo crude oil tank. These gases include H2S, which originates from the crude oil, and inert gas, including O2, CO2 and SO2. The backside of the upper deck is exposed to alternately wet and dry conditions due to the temperature change throughout the day and night (approximately 25 oC-50 oC). Due to the change in temperature and the ambient humidity inside the tank, water condenses at the dew point temperature, forming water droplets. The pH of the condensate water becomes lower (approximate 2-4) in the existence of CO2 and SO2 in the inert gas. The corrosion product at the upper deck plate mainly consists of a layered structure of rust (a-FeOOH) and solid (elemental S) in the form of crystals or flakes.
- Cathodic protection by suitable galvanic coupling (Sacrificial Anode)
There are generally two metals commonly used in the cathodic protection of ships tanks, zinc and aluminum. These metals are effective when alloyed with the necessary trace elements required to provide maximum performance. Zinc and aluminum are less noble than steel in the Electromotive Force Series (EMS) and will corrode preferentially to steel. These metals, when coupled to steel, will protect the steel from corrosion. Aluminum anodes are considered more effective than zinc anodes with respect to both field density and cost. This Figure shows sacrificial anodes that used for propeller protection
There are some determined areas, which have difficult designed structures, are impossible to achieve the appropriate dry film thickness. Therefore, stripe coats are applied by roller or brush. Stripe coating can be used to ensure maximum adhesion ensure that inaccessible areas are properly covered and the correct coating thickness is applied to the edges. Typical stripe coating areas: include the backs of stiffeners, cut–outs, welds, corners, and ladders