SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships

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Surveyor Advice Note (SAN)

Maritime and Coastguard Agency
SURVEYOR ADVICE NOTE

Document
number:
SAN 29
Revision:
02
Surveying Marine Engine Cooling &
Salt Water piping systems in ships
Date:
22 March 2013
Target
document:
Instructions to Surveyors Fishing Vessels
MSIS27

Distribution HQ and Marine Offices
Class Societies, Recognised Organisations,
Red Ensign Group

Expiry date: When included in targeted document

Key Changes
Original document
All amendments are highlighted in yellow.

Background

The recent total loss of two fishing vessels was attributed to the failure of a seawater
pipe in the cooling water system. This subsequently caused the engine room to flood
and the vessel to founder. Subsequent recommendations from the MAIB included
the revision to the Instructions to Surveyors with respect to the survey of sea water
pipework.

Tools:
Torch
Hammer surveyors type with safety glasses
Screw driver flat blade, 150 mm by 6 mm diameter
Small magnet

Trace system and determine material of pipework, valves and coolers, check with
magnet.
- Non-ferrous and stainless steel 316 are not magnetic

Determine if vessel has long periods of inactivity or operates from polluted harbours.

Cooling Water and Other Seawater Systems
All new or replacement installations of sea water piping and fittings for cooling water
systems should be of aluminium bronze, cupro-nickel or similar corrosion resistant
material.

According to MSN 1770 Heavy wall mild steel pipe for cross vessel inlet mains
may be used, provided that the internal diameter is 100 millimetres or greater and
the pipe is galvanised internally after all fabrication work is complete.

To comply with SEAFISH Construction standards the internal diameter is a minimum
of 150mm or 50% greater in cross-sectional area than the largest branch pipe
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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directly attached to it. The pipe is to be a minimum of schedule 80 and is to be
galvanised internally after all fabrication work is complete.
Note that 150mm Schedule 80 pipework has a wall thickness of 11mm; 100 mm
diameter Schedule 80 has a wall thickness of 8.56mm


Non-ferrous pipework
Check non-ferrous pipework is secure and supported without being strained.

If system has bends of radius less than three diameters remove bends for
examination. Check for erosion.

If system has been inactive remove sections of pipe for internal examination. Check
internal surface for formation of oxide layer.

If valves have ferrous body remove from system for examination check for
corrosion by graphitic corrosion (sometimes referred to as graphitization.

Graphitic corrosion is unique to grey cast iron and is characterised by corrosion of
the iron matrix leaving a residue of graphite and iron corrosion have similar
dimensions to the original casting. The residue is black and soft and easily cut. As
Graphite is a strong cathode it can accelerate the corrosion of copper alloys and
stainless steel.

Heat exchangers check end plate material and if zinc or iron anodes fitted.

When re-fitting valves check that no strain is placed on pipework.

Ferrous pipework
Check if galvanised or stainless steel.
Note:
Black pipe, i.e. uncoated internally, is to be removed as will not last through
survey cycle.
Pipes with bandage type repairs are to be replaced.
New pipes to be fabricated and once all hot work has been completed and the
pipe shown to fit, it is to be sent for hot dip galvanising.


SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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Galvanised pipe to be examined externally and rust spots investigated with screw
driver, particularly if fitted adjacent to non-ferrous fittings.

If system has bends less than three diameters remove bends for examination.


If system two or more survey cycles old, all ferrous pipework to be removed for
examination as the internal galvanised coating is expected to have wasted away. If
the wall thick is less than 9mm for 150mm diameter pipe or 7.6 for 100mm diameter
pipe, the pipe is to be replaced.

wall thickness based on Lloyds register recommendations for heavy wall pipe
6
7
8
9
10
11
12
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0 50 100 150 200 250
diameter
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If system has been inactive remove sections of pipe for internal examination

Check electrical bonding and anodes fitted to sea chest etc.

SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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If valves have ferrous body remove from system for examination check for
corrosion by graphitic corrosion.

Heat exchangers check end plate material and if zinc or iron anodes fitted.

Stainless steel pipe check for corrosion at crevices e.g. flange connections.

Ship side valves
If valves have ferrous body remove from system for examination check for
corrosion by graphitic corrosion.

Check valve seats for erosion.

Check valve are secured by nuts which are not corroded.


In order to make sure the valves operate correctly when needed, as part of a
planned maintenance system, the Engineer/Driver should open and close them at
regular, say monthly, intervals.

Each sea inlet valve should be fitted with a positive means of closure from an
accessible position. An accessible position is one that is not rapidly submerged in
the event of a leak in the engine room. Such a location is when the main engine and
the sea inlets are located in a restricted volume between to wing tanks which are not
full height of the engine room space. The valve should be capable of being operated
from the uppermost platform in the engine room below the freeboard deck.

Report survey on MSF 1324.
Revised copy attached.

Author Keith Patterson J ob Title Principal Marine
Consultant Surveyor
Authorised by Paul Coley J ob Title Assistant Director
Ship Standards

SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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MSF 1328 / 13/xx



REPORT OF HULL CONDITION OF A FISHING VESSEL

NAME:-

OFFICIAL NUMBER:-

FISHING LETTERS AND NUMBER:-

DATE OF SURVEY:-

PLACE OF SURVEY:-

HULL CONSTRUCTION: STEEL / WOOD / GRP (delete as appropriate)

GENERAL REPORT ON PRESENT CONDITION AND APPEARANCE OF VESSEL
AND REPAIRS NOW OR RECENTLY EFFECTED.

HULL EXTERNAL:-

HULL INTERNAL:-

TAILSHAFT:-

RUDDER:-

PROPELLER:-

CONDITION OF SEA WATER PIPEWORK (inlet and discharge):-
Materials
Repairs Now or Recently Effected

CONDITION OF SEA WATER VALVES:-
Materials
Repairs Now or Recently Effected

DRAFT MARKS:-





SURVEYORS SIGNATURE:- .

DATE:- .
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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Background Information.

Everyone knows about the effect of corrosion on a ships hull, but few people
consider the effect of corrosion on piping. Pipes pose a hidden danger, a danger that
is often neglected.

Marine Engine Cooling
There are three methods employed for water-cooled marine diesel engines: direct,
heat exchanger and keel cooling.

Direct cooling of the cylinders and heads by seawater is unsatisfactory, because the
engine will run too cold and the sea-water will eventually ruin the cylinder block and
heads.

Keel cooling removes the need for salt water pipework inside the vessel, but the
need for pipework external to the hull is a limitation. This can be countered by using
box coolers but corrosion problems have been identified with this as per the DNV
circular attached at Annex 1

Heat exchanger cooling is the most common method, the seawater being isolated in
components which can be designed to withstand its corrosive affect. The closed
fresh-water circuit can be thermostatically controlled so that the engine operates at
its design temperature.

Like corrosion on a ships hull, heat exchanger cooling involves two different metals
in contact with seawater.

Heat exchanger Engine cooling systems
Water carried in pipes is used to cool machinery. The main engine is cooled by two
separate but linked systems: an open system in which water is taken from and
returned to the sea (sea-to-sea) seawater cooling, and a closed system where
freshwater is circulated around an engine casing (freshwater cooling).

Freshwater is used to cool machinery directly, whereas seawater is used to cool
fresh water passing through a heat exchanger. Many engine room systems also use
sea water to cool oil (engine, gear box and hydraulic), and refrigeration systems.

The particular feature of any engine room cooling system is continuous fluid flow.
Fluid in motion causes abrasive corrosion and erosion. To reduce the effects of
turbulent flows, seawater systems incorporate large diameter pipes, the ends of
which open to the sea through sea chests where ship side valves are fitted.

If a seawater cooling pipe bursts, both suction and discharge valves will have to be
closed to prevent engine room flooding. Discharge valves should be of the screw
down non-return type or fitted inboard with a non-return valve which should be
accessible for maintenance.

SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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In order to make sure the valves operate correctly when needed, open and close
them at regular, say monthly, intervals. The valve should be capable of being
operated from the uppermost platform in the engine room.

Ensure that all engine room personnel are familiar with the location and isolation of
the main sea inlet valves and over-boards.

Seawater pipes are manufactured from materials such as galvanised steel, copper,
copper alloys and aluminium bronze (Yorcalbro 70% copper, 28% zinc and 2%
aluminium).

Seawater pipes fabricated from Yorcalbro generally have a sacrificial section made
from mild steel to ensure that galvanic corrosion attacks only the sacrificial pipe.
Sacrificial sections as well as sacrificial anodes are also designed to limit galvanic
corrosion action from metallic material other than Yorcalbro. These sections of pipe
should be regularly inspected and renewed.

Freshwater cooling pipes are generally made of mild steel. These systems are
treated with anti-corrosive chemicals and should be tested regularly using the
chemical manufacturers supplied kits to ensure that the water treatment is always at
its most effective.

Types of Corrosion
General
Corrosion of a metal is a chemical or electro-chemical reaction between the metal
surface and its environments. Sea water corrosion involves reactions where the
metal surface is transformed into metal oxides or hydroxides (like rust).

The rate of sea water corrosion depends on several factors like environmental and
metal impurities, temperature, oxygen access, metallic contact (conductive) with
dissimilar metals, sea water flow velocities, type of metals, surface protection,
stresses, etc.

The most commonly appearing types of corrosion in piping systems exposed to sea
water are discussed below:

Erosion Corrosion
This type of corrosion occurs when there is a simultaneous erosion and corrosion as
a result of rapidly flowing liquid. Erosion corrosion is characterized by attack like
small pits with bright surfaces free from corrosion products.

These pits often have the form of a horse shoe with the nib pointing in the current
direction.

The following maximum design water speeds are given for guidance:
Copper 1.0 m/sec
Galvanised steel 3.0 m/sec
Aluminium Brass 3.0 m/sec (78% Cu; 20% Zn; 2% Al.)
90/10 Cupro-nickel 3.5 m/sec
70/30 Cupro-nickel 4.0 m/sec
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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BS MA 18 recommends reduced velocities for smaller bore pipes, typically for all
materials 1.5 to 2.0 m/sec for a 50 mm bore pipe.

Erosion corrosion may occur where the velocity of liquid is too high. Most exposed
are places where there are effects of turbulence, e.g. joints, bends etc.

Bends formed from straight pipes shall be as large as possible with a minimum
radius on the centre line which is not less than three times the outside diameter.
Bends of less than this radius are to be especially examined.

The corrosion rate will accelerate if the liquid contains gas bubbles and/ or solid
particles. Sea boxes are to be provided with vents at the highest point. Strainers
provided after the ship side valve remove solid particulars and reducing the flow
velocity allowing entrained particles to drop out.

Galvanic Corrosion
Galvanic corrosion occurs when metals of different potential are connected together
and simultaneously exposed to an electrolyte thus causing galvanic forces to be set
up. The electrolyte may for instance be sea water.

If a brass valve is connected to a steel pipe in a sea water circulating system, the
steel pipe, which has a lower potential than the brass valve, will corrode more rapidly
than without such a connection.

This is a typical example of galvanic corrosion. The extent of galvanic corrosion will
depend upon the dimension of the surface area of the more noble/cathodic metal in
relation to the less noble base/ anodic metal.

If the surface area of the less noble metal is smaller than that of the more noble
metal surface, the corrosion rate of the less noble metal will be increased. In case of
opposite surface area relations the corrosion rate will be reduced.
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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Metals are sorted into a series based on which is the most cathodic:

Potential
(Millivolts)
Noble (Cathodic)
- protected
Graphite +270 mV
Titanium +20 mV
Ag/AgCl reference Cell 0 mV
18 chromium/8 nickel stainless steel
(passive);.
- 30 mV
Nickel Copper alloy (Monel) - 60 mV
18 chromium/2 nickel stainless steel
70/30 Cupro-nickel
Nickel-aluminium-bronze
Aluminium-silicon-bronze
90/10 Cupro-nickel (Kunifer10)
Gunmetal
Phosphor-bronze
- 180 mV


- 200 mV

- 260 mV
Aluminium-brass
Copper
Rolled naval brass

- 300 mV
- 310 mV
- 330 mV

High tensile brass
Tin
Lead
Lead/tin packings, solders, etc
- 310 mV
18 chromium/8 nickel stainless steel
(active);
Cast irons
Carbon steel

- 390 mV

- 630 mV
- 630 mV

Cadmium
Aluminium - 700 mV

Zinc - 1050 mV
Base (anodic)
- corroded
Magnesium - 1600 mV
Notes:
1 Alloys listed in the same table cell are equi-potential and may be used together
without special precautions.
2 The corrosion resistance of stainless steel arises from a 'passive', chromium-rich,
oxide film that forms naturally on the surface of the steel. Although extremely thin, this
protective film is strongly adherent, and chemically stable (i.e. passive) under conditions
which provide sufficient oxygen to the surface. This 'normal' condition is the passive state.
The key to the durability of the corrosion resistance of stainless steels is that if the film is
damaged it will normally self repair (provided there is sufficient oxygen available). However,
under certain conditions, the passive state can be broken down, resulting in corrosive attack.
If damaged, the film will normally repair itself. If the film is destroyed the surface is said to be
in the active state.
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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Selective Corrosion
Typical for this type of corrosion is that the structural elements of an alloy are
corroding at different rates. The most typical example of this is dezincification of
brass where the zinc content is removed by seawater or hot fresh water leaving
behind a porous sponge of copper. The characteristic appearance of a de-zincified
brass is the coppery colour of the affected area.

Piping System Materials
If it is necessary to use pipe or other cooling system components of more than one
material, avoid letting the dissimilar metals touch, even by mutual contact with an
electrically conductive third material.

Corrosion will be much more severe if a flow of electrons is able to pass freely from
one of the metals to the other. Bonding of pipes and fittings can be provided so that
some protection can be provided by anodes (aluminium, zinc or magnesium) fitted in
sea boxes and to the outside of the hull.

The material of all the seawater piping should be the same, whenever practical. If
parts of the seawater piping, made of different metals, make contact with each other,
one of the metals will corrode, sometimes very rapidly.

The materials will corrode according to their position in the galvanic or electromotive
series.

The resistance to corrosion by sea water depends upon the formation of a thin
protective on the metal surface which is exposed to the sea water. The mostly
consists of oxides. The composition of the layer varies with each alloy and for each
environment. Provided the film is maintained intact the corrosion rate will be the
minimum for that metal. As the films are very thin they are easily removed by
mechanical abrasion and in certain circumstances by erosion of sea water. Turbulent
flow can cause impingement attack and corrosion at this spot can be high.

Non-ferrous
Of the copper- nickel alloys; CuNi 90/10 is recommended for piping carrying
seawater. The cost of such piping makes its use unusual for all but the most critical
systems.

Aluminium brass is acceptable provided the fabrication and installation is especially
considered.

The seawater corrosion resistance offered by copper-nickel alloys results from the
formation of a thin, adherent, protective surface film which forms naturally and
quickly upon exposure to clean seawater. The film is complex and predominantly
comprises of cuprous oxide, often containing nickel and iron oxide, cuprous
hydroxychloride and cupric oxide. The film can be brown, greenish brown or
brownish black.

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Initial exposure to clean seawater is crucial to the long-term performance of copper-
nickel. The initial film forms fairly quickly over the first couple of days but takes 2-3
months to fully mature.

Copper alloys can suffer rapid corrosion if exposed alternately to sulphide polluted
seawater and aerated seawater, sulphide films being non-protective. These alloys
may not, therefore, be a good choice in polluted harbours.

If the seawater velocity/turbulence in a system is excessive 90/10 copper-nickel will
suffer impingement attack (corrosion/erosion). Much has been made of this
limitation, but in practice it is rarely a problem as the material will normally handle
without difficulty, the recommended design velocities.

Bends should have a smooth contour and be three times the diameter of the pipe.
Welding (MIG or TIG) is the best method of permanent joining. If the composition of
the parent metal cannot be matched by available filler wire material, the latter should
always be more cathodic than the parent metal. The profile of the weld bead which is
in contact with salt water should be smooth and not protrude enough to cause
turbulence.

The completed lengths of pipework should be in the annealed or stress relieved
condition before installation. Installation should be carefully carried out so that no
stress is applied to the pipe. In particular length must not be pulled up by flanges
nor bent to accommodate badly positioned supports. Supports should be carefully
arranged to avoid distortion of the pipe and to damp any fluctuating stresses on the
pipe due to vibration. Flanges must be carefully aligned.

Pipes should be visually examined and not hit with a hammer as they are thin walled
and a dent will lead to rapid surface flow which will cause impingement attack.


Ferrous
Black iron pipe is not often used in seawater service as replacement should be
planned every two or three years. Steel is sensitive to galvanic corrosion by virtue of
inclusions in its manufacture, by mill-scale on its surface, or by extraneous
substances such as welding slag and copper alloys with which it may be in contact.
In these circumstances local corrosion can be rapid.

The main advantages of steel pipelines are the low initial cost compared with other
materials, the ready availability of pipes and components and the existence of widely
used and accepted welding procedures. However, steel corrodes comparatively
rapidly in seawater, at reasonably predictable rates (tending to increase as flow rates
and oxygen content increase and as the temperature rises). A steel system, though
comparatively cheap, will be relatively large and heavy and will have a short life.
Failures may occur within a year or two and complete replacement may well be
needed within five years.

Steel pipes are to be hot dip galvanised are fabrication. The rate of corrosion of zinc
in seawater is somewhat less than that of steel, but galvanised coatings have a
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
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limited life and in almost all applications, a galvanised steel piping system would
need to be replaced one or more times during the life of the installation.

Painting the pipes after hot work is not acceptable.

Such pipes should be examined internally at renewal survey to check that the
coating remains intact. Weld areas are to be especially examined. The pipework
after heat exchangers are to be examined also as hot sea water is more corrosive
and galvanic action is prone to occur down stream of the more noble metal.

As an example an ocean-going ship, 6 years old, the original galvanized steel pipe
used in the sea water (fire and bilge) circuit started to develop pinhole leaks at the
welds. The shipyard used CuNi (70/30) for the main seawater crossover pipe and for
the pipes feeding cooling water to all engines, but opted to save money by using
galvanised on the bilge/fire system.

Ferrous pipe work can be hammer tested as well as visual examination. A pointed
implement should be used to investigate any obvious rust spots.

Stainless Steel
Usually regarded as the Marine grade, 316 Stainless steel has excellent corrosion
resistance when exposed to a range of corrosive environments compared to other
formulations. It is not resistant to warm sea water as warm chloride environments
can cause pitting and crevice corrosion. Above approximately 60 deg C it is also
subject to stress corrosion cracking.

A passive layer formed on materials that react with oxygen may be attacked by
chlorine ions, increasingly so in water with low oxygen for example stagnant water or
low velocity flow. Low flow rates also do not prevent marine growth.

Cast iron sea valves.
Such valves are vulnerable to corrosion by graphitization, graphite being an
alloying element and more noble than steel. The damage can be easily overlooked
because the hole is usually disguised by the graphite infilling. It is important to check
non-ferrous metals for corrosion because graphite is noble e.g. valve seats and
discs.

The nuts and studs fixing the valve to the shell are to be examined for corrosion.


Heat exchangers
Heat exchangers should be positioned in the engine in an accessible position for
inspection and maintenance.

Conventional heat exchangers are of the shell and tube type is normally made from
non-ferrous materials. Header ends may be coated steel and fitted with iron anodes
to prevent corrosion and aid the formation of the passive oxide layer. Uncoated
header ends will have zinc anodes fitted.

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Plate type heat exchangers are fitted with titanium plates which is the most
noble/cathodic of all materials. All pipework and valves are to be especially
examined, normally when dismantled for cleaning.


References:

BS MA 18 Salt water piping systems in ships

Frederick and Capper Materials for Marine Machinery

Todd selecting Materials for Sea water Systems, Marine Engineering practice
Volume 1 ,part 10.

Copper Development Association Materials for Seawater Pipeline Systems
CDA Publication TN38, 1986

DNV Erosion and Corrosion in Piping Systems for sea water; Guidelines No 15
August 2004

MGN 190 (F): Fishing Vessels - The Premature Failure of Copper Pipes in Engine
Cooling Water Systems.
Course of events
Experience feedback in recent years has highlighted a number of
fishing and offshore support vessels, which have reported sea
water leakage at the top of sea chests, located in the engine
room. The sea chest holds a box cooler and the leakage has been
experienced at the bolt flange between the box cooler and the
sea chest. As a result a number of vessels have needed to be
taken into dry dock for unscheduled repairs.
Extent of damage
In a number of cases, severe corrosion damage has been
observed in the carbon-steel mounting flange on top of the sea
chest. In some cases the flange was found to be partially wasted
and in a few cases the bolts connecting the box cooler to the bolt
flange were also heavily corroded. Additionally, the aft shell plat-
ing of a sea chest itself was found to be nearly corroded through,
in an area covering 200 mm by 200 mm. It is of utmost impor-
tance, when mounting a box cooler in a sea chest, that the water-
tight integrity of the vessel is maintained. A considerable sea
water leakage in an undermined sea chest may cause large
ingress of water in the engine room if not noticed in time.
Probable cause
A box cooler can be a preferred solution in many cases. The
design eliminates the secondary cooling water circuit of sea water
inside the engine room (pumps, filters, valves, pipes etc.). For
the arrangement with box cooler, the sea chest is provided with
grids and the cooling effect is achieved by natural circulation of
the surrounding sea water.
The design of the box cooler arrangement has to address two
main challenges, galvanic corrosion and marine growth. There
are two main trends of modern box coolers, which give somehow
diverse concerns on the maintenance aspects of the box cooler.
The main trends are:
1. U-tube bundle made of aluminium-brass (CuZn20Al2) and
coated to prevent harmful galvanic effects on the carbon-steel
sea chest.
2. U-tube bundle made of copper-nickel (CuNi10) and uncoated
to prevent marine growth on the tubes.
A box cooler made of coated aluminium-brass tubes is exposed
to marine growth. The coating itself give some reduction of the
thermal efficiency but this should have been compensated for in
the design (size). However marine growth may reduce the ther-
mal efficiency severely and an active anti-fouling system is often
needed. One such common system utilises anodes of pure cop-
per mounted under the box cooler, releasing Cu-ions when an
impressed current is applied between the copper and the sea
chest (actually between unpainted steel strips acting as cathodes
and with electrical continuity to the
sea chest, being installed next to
the copper bars).
A box cooler made of copper-
nickel tubes, which are directly
exposed to the sea water in the sea
chest, must be electrically isolated
from the hull in order not to intro-
duce galvanic corrosion of the sea
chest (naked steel becomes the sac-
rificing material). Isolation must be
made and maintained of all bolts
and flanges connecting the box
cooler to the sea chest and to sys-
tems in the engine room. A natural
anti-fouling of the bundle is
obtained when Cu-ions are released
from the tubes due to a slow spon-
taneous corrosion. >>
Information from DNV to the maritime industry No. 2-10 March 2010
Casualty Information
Sea chest corrosion with box
cooler arrangement
Ship type: Fishing & Offshore Support Size (GT): any Year built: any
Fig.1: Example of a box cooler retracted for maintenance
of sea chest and its bolt flange.
Fig.2: Illustration of the principle box
cooler arrangement.
Annex 1
SAN - Surveying Marine Engine Cooling & Salt Water piping systems in ships
www.dnv.com/maritime
Casualty Information is published by Det Norske Veritas,
Classification Support.
Det Norske Veritas
NO-1322 Hvik, Norway
Tel: +47 67 57 99 00
Fax: +47 67 57 99 11
The purpose of Casualty Information is to provide the maritime industry
with lessons to be learned from incidents of ship damage and more serious
accidents. In this way, Det Norske Veritas AS hopes to contribute to the
prevention of similar occurrences in the future. The information included is
not necessarily restricted to cover ships classed with DNV and is presented,
without obligation, for information purposes only.
Queries may be directed to
Det Norske Veritas, Classification Support, NO-1322 Hvik, Norway.
Fax: +47 67 57 99 11, e-mail: experience.feedback@dnv.com
Det Norske Veritas AS. This publication may be reproduced freely on
condition that Det Norske Veritas AS (DNV) is always stated as the source.
DNV accepts no responsibility for any errors or misinterpretations.
We welcome your thoughts!
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Casualty Information No. 2-10 March 2010
A general reference is made to the Casualty Information published on the Internet:
http://exchange.dnv.com/ServiceExperience/CasualtyInformation/CasualtyInfoTable.asp
The probable causes to the corrosion of the sea chests reported
are three-fold.
I The natural circulation around the cooling elements causes
warm sea water to rise towards the top of the sea chest
(top plating) arranging for a more corrosion friendly environ-
ment and marine growth (barnacles, shells, etc.).
I Exposed noble material (corrosion resistant) in the box cooler
tubes may cause galvanic currents between the box cooler and
the sea chest causing galvanic corrosion (of the sea chest if the
steel is exposed) if proper insulation is not maintained.
I The corrosion protection systems applied (coating, sacrificial
anodes and/or impressed current cathodic protection) are not
able to suppress the corrosion ratio of the sea chest. This can
be due to poor design and installation, or lack of maintenance
of the system as intended.
Lessons to be learned
I Box coolers are sometimes assumed to be maintenance free.
However, the ships crew should pay regular attention for signs
of corrosion and leakage in the mounting frame and the corre-
sponding sea chest.
I The ships crew should be most aware of the corrosion protec-
tion arrangement of the specific box cooler and sea chest. Con-
sult the relevant manufacturers instruction manual for guid-
ance.
I Rapid galvanic corrosion may appear if the components make a
closed loop (tube-steel-saltwater) and appears strongest in the
sea chest at the closest distance between the tubes and the sea
chest (which normally is the top plate). A smaller area of dam-
aged coating in the sea chest will concentrate galvanic corro-
sion to such area of exposed steel (paradoxically, the smaller
area, the more aggressive corrosion).
I Introducing additional sacrificial anodes (most often zinc)
inside the sea chest to protect the hull, may under some cir-
cumstances counteract the effect of the tube bundle anti-foul-
ing and thermal behaviour (Zn deposits on the tubes). Consult
the relevant box cooler manufacturer for guidance on the posi-
tioning of sacrificial anodes.
I It is recommended that box coolers are taken out for inspec-
tion periodically (about every 5 years). Such inspection should
in general focus on (consult the manufacturer for more specific
guidance):
Inspection of the mounting flange, bolts and gasket(s)
Inspection of the isolation parts (if applicable)
Marine growth (barnacles, shells etc) may cover local severe
corrosion, especially in upper part of the sea chest.
Inspection of the sea chest inlet- and outlet grids (to ensure
sufficient free flow area)
Cleaning of the tube bundle (do not harm the coating or
take away the copper-oxide layer)
Inspection of anodes and cathodes as applicable
Assessment of the sea chest coating condition (and if new
coating is applied, do not coat tube bundle, anodes or
cathodes, as applicable)
Fig.3: Example of severely corroded mounting flange in
the top plate of the sea chest.