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The impacts of marine biofouling to the maritime and naval communities, as well as the planet as a whole are well documented. Whether its increased fuel consumption and carbon emissions, transport of invasive species, or that it just plain looks bad, marine biofouling needs to be addressed more aggressively, be that timely removal of growth, or increased monitoring of hull condition to know when it’s time for removal. Current methods of removing growth are costly both in time and money, potentially environmentally unfriendly and risk impacting the health of the ship’s coating system.
This paper describes how advances in autonomous navigation on a vessel hull, coupled with remote vehicle control can enable routine and efficient hull grooming and inspection. Emerging technology allows for the use of smaller robots, with minimal industrial support and significantly reduced manpower requirements, making grooming accessible, both practically and financially. The advancing technologies enabling this capability include hull relative navigation, sonar feature based detection, and long-range stand-off command and control. The advancement and intersection of these technologies will enable the habitual and frequent efforts required for grooming to be successful.
Potential measurements are often referred to as the ‘language’ of corrosion. They are the most fundamental process in the field of corrosion control. The purpose of potential measurements is to obtain a general idea of the ‘health’ of the cathodic protection system.
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Various austenitic stainless steels such as UNS S30409, S31609, S32109 and 34709 are widely used in complex refinery or chemical plants at temperature ranges between 550°C and 950°C. However, Stress Relaxation Cracking (SRC) in welded joints or cold deformed parts has been a serious problem during fabrication or operation. Several researches were conducted to construct SRC test methods. This included the evaluation of SRC susceptibilities among various austenitic stainless steels and to determine SRC mechanism within TNO Science and Industry or JIP1-4. It was concluded that SRC was caused by the accommodation of strain due to both carbide/nitride precipitation hardening inhibiting dislocation movement and the formation of precipitation free zone along the M23C6 carbide at grain boundary during stress relaxation process of welding residual stresses at temperatures between 550°C and 750°C.
The corrosion of aircraft costs the U.S. Department of Defense billions of dollars annually and accounts for a significant portion of maintenance time and costs.1 Coatings are the most effective way to protect aircraft, but they have a finite lifetime and must be maintained or replaced before the underlying substrate is damaged by corrosion. Current aircraft maintenance practices call for coating inspections and maintenance based on elapsed time and not on measurements of coating health. Coating lifetime varies depending on the environmental stressors experienced in service, including temperature, humidity, and salt loading.