Probabilistic estimates of corrosion rate of fuel tank structures of aging bulk carriers

Ivošević, Špiro; Meštrović, Romeo; Kovač, Nataša

doi:10.1016/j.ijnaoe.2018.03.003

Cited by 25 publications

(14 citation statements)

References 12 publications

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“…The ageing of LG is heavily influenced by fuel oil and water ballast. In the following analysis, the assumed onset of corrosion is between 4 and 7 years of exploitation [21]. For instance, we considered the lifespan of coating on bulk carriers, which varies between 5.0, 7.5, and 10 years depending on the position of a structural element [28].…”

Section: Corrosionmentioning

confidence: 99%

“…For instance, we considered the lifespan of coating on bulk carriers, which varies between 5.0, 7.5, and 10 years depending on the position of a structural element [28]. On the assumption that the lifespan of coating is four years (which is generally used when modeling the average quality of coating [21]) and based on a linear corrosion model (rather than nonlinear or probabilistic due to practicality in engineering application), the paper analyzes more critical moments when girder plates reach the wear of 10%, 15%, 20%, and 25% and detects the loss of 15%, 20%, and 25%.…”

Section: Corrosionmentioning

confidence: 99%

“…The authors of this article previously analyzed fuel tanks and two critical structural elements (inner bottom plating and longitudinal girder plating), employing a linear corrosion model [21,22]. This paper analyzes longitudinal girder plates based on the assumption that the thickness of girder plating behaves differently during exploitation, as it is investigated on the inner bottom plating [23].…”

Section: Introductionmentioning

confidence: 99%

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Evaluation of the Corrosion Depth of Double Bottom Longitudinal Girder on Aging Bulk Carriers

Ivošević

Kovač

Momčilović

et al. 2022

JMSE

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The longitudinal girder (LG) between fuel oil tanks (FOT) and water ballast tanks in the double bottoms of ships represent critical structural parts whose watertight nature could be harmed by corrosion, thus, causing the pollution of water ballast tanks and adjacent areas. The new common structural rules (CSR) define the minimum thickness values of structural elements and corrosion margins. The assessment of the deviations from the prescribed values during ship operation could optimize the prescribed criteria. Assuming that corrosive processes begin after four years of operation, the paper analyzes a linear model that describes the percentage of plate wear as a function of the built-in thickness of LG of FOT. The research included 20 ships and provided the database for 1918 corrosion depth values. The gauging records included the average values of the original thickness of steel plates grouped in three intervals (11–13 mm, 13–15 mm, 15–18 mm). Based on the difference between the built-in and subsequently measured values, the paper analyzes the percentage of thickness reduction due to corrosion, concerning the original plate thickness. The findings of the research should facilitate the optimization of corrosion margins and prevent potential structural collapse and pollution.

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Section: Corrosionmentioning

confidence: 99%

Section: Corrosionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Evaluation of the Corrosion Depth of Double Bottom Longitudinal Girder on Aging Bulk Carriers

Ivošević

Kovač

Momčilović

et al. 2022

JMSE

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“…Besides fatigue, corrosion effects on marine structures shouldn't be neglected as another aging degradation effect on ship structural integrity [10]. This gradual destruction of materials caused by chemical or electrochemical reaction with their environment weakens the material, opening discontinuities allowing for crack growth and final fracture.…”

Section: General Causes and Mechanisms Of Failuresmentioning

confidence: 99%

Marine Propulsion System Failures—A Review

Vizentin

Vukelić

Murawski

et al. 2020

JMSE

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Failures of marine propulsion components or systems can lead to serious consequences for a vessel, cargo and the people onboard a ship. These consequences can be financial losses, delay in delivery time or a threat to safety of the people onboard. This is why it is necessary to learn about marine propulsion failures in order to prevent worst-case scenarios. This paper aims to provide a review of experimental, analytical and numerical methods used in the failure analysis of ship propulsion systems. In order to achieve that, the main causes and failure mechanisms are described and summarized. Commonly used experimental, numerical and analytical tools for failure analysis are given. Most indicative case studies of ship failures describe where the origin of failure lies in the ship propulsion failures (i.e., shaft lines, crankshaft, bearings, foundations). In order to learn from such failures, a holistic engineering approach is inevitable. This paper tries to give suggestions to improve existing design procedures with a goal of producing more reliable propulsion systems and taking care of operational conditions.

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“…Namely, it is well-known that corrosion affects both the local and the global ship strength so that a number of models have been N. Vladimir developed in order to improve the structural analysis, inspection, and maintenance procedures as reported in [8,9,10,11]. Moreover, corrosion is one of the time-dependent detrimental phenomena which can lead to catastrophic failures [11,12,13]. This paper is focused on the practical problem of strength assessment of a grounded, aged, single-hull oil tanker, which is being used as the port oil storage.…”

Section: Introductionmentioning

confidence: 99%

Structural Integrity of an Aged Oil Tanker Converted Into the Port Oil Storage

Vladimir

Senjanović

Alujević

et al. 2019

TFAMENA

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A procedure for strength assessment of a ship structure partially grounded in mud is developed. The paper deals with a practical engineering problem of evaluating the structural integrity of a single bottom tanker which, after its regular service, was grounded in mud and continued to be used as oil storage in order to increase the storage capacity of the port. A mathematical model of the ship static equilibrium is formulated, consistently taking into account the ship, the cargo and ballast weights, the supporting mud reaction, and the surrounding water buoyancy. For simplicity, the global strength assessment is done using the beam model, where the calculation of ship sectional properties is performed by the specialized in-house software. Subsequently, the developed model is used as a basis for a detailed 3D FEM analysis. The thickness measurements of the complete ship structure were performed in order to directly account for the corrosion effect.

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Probabilistic estimates of corrosion rate of fuel tank structures of aging bulk carriers

Cited by 25 publications

References 12 publications

Evaluation of the Corrosion Depth of Double Bottom Longitudinal Girder on Aging Bulk Carriers

Evaluation of the Corrosion Depth of Double Bottom Longitudinal Girder on Aging Bulk Carriers

Marine Propulsion System Failures—A Review

Structural Integrity of an Aged Oil Tanker Converted Into the Port Oil Storage

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