Cathodic Protection

27/04/2019 Ship Corrosion - Cathodic Protection and Sacrificial Anodes - TheNavalArch
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Ship Corrosion – Cathodic Protection

and Sacri cial Anodes
by Team TheNavalArch | Mar 27, 2017 | Ship Corrosion | 0 comments
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CATHODIC PROTECTION ON SHIPS – SACRIFICIAL ANODES

Image Source: pixabay
SECTION 1 – INTRODUCTION
Due to the environment in which they operate, ships are among the
structures most exposed to environmental corrosion. The sea water is a very
corrosive environment because the salt present in it makes it a very good
conductor of electricity. It creates a lot of free ions which accelerate
oxidation of iron (mild steel) which ships are made of. This oxidation creates
what we know as rust.
Almost every part of the ship is subjected to corrosion, with varying intensity.
Parts of the vessel underwater or exposed to water (e.g. ballast tanks and
https://thenavalarch.com/ship-corrosion-cathodic-protection-sacrificial-anodes/ 1/22
pipes) are more a ected by corrosion. Some of the parts highly exposed to
corrosion by sea water are
Ship’s external hull – exposed to water

Rudder
Propeller shaft
Bilge Keel
Bow Thruster
Cargo Tanks
Ballast Tanks
Other tanks
Pipes carrying ballast/cargo
There are various methods of protecting the ship hull and other areas from
corrosion. The selected method depends on the area to be protected, its
shape and its environment.
There are three major methods of corrosion protection
1. Anti-corrosion paints – metallic/organic
2. Cathodic Protection – ICCP (Impressed Current Cathodic Protection)
3. Cathodic Protection – Sacri cial Anodes
In this article, we will discuss one of such methods: Cathodic Protection using
Sacri cial Anodes
Anodes on a hull and rudder (source www.cathodicme.com)
SECTION 2 – CATHODIC PROTECTION USING SACRIFICIAL ANODES: THE

BASICS
2.1 What is Cathodic Protection?
Cathodic protection is a mechanism which is employed to protect the ship’s

surface from corrosion. As the name suggests, it has something to do with
‘Cathode’. What is a Cathode, and how does it protect a ship from getting
corroded? For this we will have to get a little bit into the mechanism of
corrosion.
How does corrosion take place in ships?
Ships are made of steel; whose main component is iron. Iron is an

electrochemically positive element, i.e., it has a tendency to give up electrons
to become a free ion. Sea water is composed of oxygen and hydrogen, and it
produces electrochemically negative hydroxyl ions which can accept the
electrons given by Iron. This way the Iron ions combine with the hydroxyl
ions of water to form Iron Hydroxide. This is called the oxidization of Iron,
and this oxide is what we call as the brown color rust.
The mechanism of Corrosion (source www.zoombd24.com)
This youtube video gives a good picture of how corrosion occurs:
https://www.youtube.com/watch?v=cIGJX3PfIsY
2.2 The galvanic series
The galvanic series is a series which rates metals based on how readily they
give up electrons to become ions. This is measured in terms of ‘Electrode
Potential’. The table below shows the rating of di erent metals. The ones
with more negative electrode potential are more likely to give up electrons
and get corroded.
The galvanic series (Source www.nordhavn.com)
2.3 The BIG idea!
Looking at the table above gives us an idea. The elements like Aluminium,
Zinc and Magnesium are higher up than Steel on the scale (i.e., more
negative). This means they are more ready to give up electrons and get
corroded compared to Steel.
What if we introduce a Zinc bar and place it on the steel? The Zinc will get
corroded rst instead of the Steel, protecting the Steel, right?
This is the entire concept of Cathodic protection. When such an arrangement

is used, the item which is being protected (i.e., ship’s steel) is called Cathode,
and the one which sacri ces itself to protect the cathode is called Anode.
Anodes are more electrochemically negative, and they save the Steel by
getting corroded rst.
The Steel is converted to a ‘Cathode’, and so this method of protecting the

Steel from corrosion is called ‘Cathodic Protection’.
SECTION 3 – ABOUT SACRIFICIAL ANODES
Now let’s move on to learn about these anodes and how they are used for
Cathodic Protection. Till now we know that we can use Zinc, Aluminium and
Magnesium for becoming sacri cial anodes. Generally, for ships, Aluminium
and Zinc are used.
How do these anodes look? Where do we place them on the ship? How many
of them are needed?
3.1 Sacri cial Anodes – the basics
The basic idea of using sacri cial anodes is to use a metal like
Zinc/Aluminium and create its contact with the surface to be protected.
The simplest picture which comes to mind is simply using a at bar of the
metal and x it to the surface to be protected. This is actually the method
commonly used to protect the outer ship’s hull.
We will next discuss the geometry and classi cation of anodes
3.1.1 Geometry of an anode
A simple anode will have two parts: the anode body and the anode insert.
The anode body is the actual sacri cial material of the anode (Zinc or
Aluminium), while the insert is generally at bar or tubular, and made of
steel. The insert is used to secure the anode to the surface to be protected
using welding or bolting. Following gure illustrates the parts:
Geometry of an anode (source www.stoprust.com- edited by thenavalarch)
3.1.2 Anode Classi cation
We will discuss now the classi cation of anodes. Anodes can be classi ed
based on their shape, size, material, mounting method and method of
securing to the surface to be protected.
3.1.2.1 Anode Shape
Following are some widely used shapes for anodes

Flat or block shaped

Cylindrical or semi-cylindrical
Tear-drop anodes
Bracelet anodes
Disc shaped
Tubular anodes
Anodes can be of di erent shapes based on their applicability. The selection

of the shape of anode depends on several factors. Some of these factors are:
shape of the surface to be protected,

availability of space,
accessibility,
ease of installation
special considerations, e.g., e ect on resistance for small boats
For example, at anodes are used mostly for at, large surfaces like the
ship’s hull. Tear-drop anodes are used in high speed boats where
streamlining of water is important as at anodes will increase the boat’s
resistance. Bracelet anodes are used for pipelines and propeller shaft, while
tubular anodes are used for cables. There are no xed rules here though,
and the choice depends on the availability, cost and exibility in design. For
example, cylindrical anodes can also be used to protect pipelines, and it is
not necessary to use bracelet anodes if they are costlier.
Di erent anode shapes
3.1.2.2 Anode Size
Anodes can be big or small sized, and this a ects their weight and the overall
weight of the structure to be protected. What size anode to select also
depends on many factors, some of them being
Size and shape of area to be protected – the hull can take large sized
anodes, while a small rudder may not be able to accommodate the same
sized anodes
Space availability and accessibility – for example, the web or ange of a
girder has less space available, and it cannot take big sized anodes
Structural strength considerations – for a longitudinal, installing a single
big sized anode may lead to a point load if the anode is too big, compared
to several small sized anodes which will apply a distributed load
3.1.2.3 Anode Material
Usually for marine applications, Zinc or Aluminium anodes are deployed.

Zinc has been traditionally used for corrosion protection, though Aluminium
is now widely used. The two properties which measure performance of an
anode are listed below.
1. Closed Circuit Potential – the rst parameter, Closed Circuit Potential

signi es the ease with which the anode will be corroded. The more negative
the value, the more readily the anode will get corroded. Generally, a
potential of less than -0.08 Volts is required for cathodic protection of
shipbuilding steel to be e ective.
2. Electrochemical Capacity (in Amp-hr/kg) – The second parameter, the
Electrochemical Capacity, signi es the rate at which the anode material will
be consumed.
The two parameters for Zinc and Aluminium are listed in the table below:
Parameter Aluminium Zinc
Closed Circuit Potential -1.1 V -1.05 V
Electrochemical
2000 780
Capacity (Ah/kg)
Properties of Anode Materials (Source: DNV RP-B401)
We can see from the above table that Aluminium has a higher closed circuit
potential – so it will more readily start working compared to Zinc. It also has
higher Electro-chemical capacity compared to Zinc, and will be longer lasting

for the same anode size.
Further, in fresh water application, Zinc tends to develop a calcareous

coating on the anode surface, which prevents their e ective working.
However, Zinc anodes have sometimes been found more reliable in

environments with low oxygen, e.g., marine sediments or areas with high
bacterial activity. Thus, while Aluminium is the more e cient one, Zinc may
be more e ective in some cases.
Further, Aluminium anodes, if falling from a height on oxidized steel, can

create sparks. Thus they are nor recommended to be used inside cargo
tanks of tankers. The maximum height above tank bottom which they must
be placed is 28/W meters, where W is the weight of the anode in kgs.
Hence, the selection of the material depends on the type of environment it is

going to be used, and should be carefully carried out.
3.1.2.4 Anode Mounting Method
The next important consideration for installation of anodes is the mounting

method, i.e., the con guration of the tubular insert, and the positioning of
the anode vis-à-vis the surface to be protected.
Based on mounting technique, there are two major types of anodes which
are used in ships:
1. Flush mounted anodes – in this type of anode, the anode material

(Aluminium or Zinc) is in direct contact with the surface to be protected. The
insert is generally a at bar which can be welded or bolted to the surface.
A Flush Mounted Anode (source archive.hnsa.org)
2. Slender stand-o anodes – In these types of anodes, the anode material is

not in direct contact with the surface to be protected, and there is a gap
(hence the name stand-o ). The insert is generally a tubular one which can
be welded or bolted to the surface.
A stand-o anode (source www.acp.no)
One question arises, why do we need stand-o anodes, and why not ush
anodes everywhere? What is the bene t of stand-o design?
The bene t of a stand-o design is that it is a more compact design, and the
anode material is better utilized in a stand-o design. This is quanti ed by a
parameter called ‘anode utilization factor’. This is the fraction of the anode
material which is actually utilized over the lifetime of the anode. For ush
anodes, this is around 80%, while for stand-o anodes it is 85 to 90%. Thus,
stand-o anodes are better utilized over their lifetime.
Further, in case of ush anodes, due to constant contact between the anode
material and the surface, the surface may su er from embrittlement caused
by deposition of ions from the anode material to the cathode (the protected
surface).
That said, stand-o anodes protrude from the surface on which they are
installed. When used on external hull of a vessel, these a ect the
streamlined shape of the vessel, and lead to increased drag and higher
powering requirements. In comparison, ush anodes are closer and more
compliant to the vessel’s geometric shape and have lower e ect on
resistance. Thus, ush anodes are usually preferred on outer hull due to
their low drag properties.
Both Flush mounted and slender stand-o anodes are further classi ed into
Short and Long, depending on their ratio of length to width. The length
a ects the resistivity of the anode and thus its current capacity.
3.1.2.5 Method of Securing the anode to the surface to be protected
There are three basic methods of securing the anode to the surface which is
to be protected. They are
1. Welding
2. Bolting
3. Using studs/brackets
Welding ensures the closest electrical contact between the anode and
surface to be protected, thus ensuring good conductivity between anode and
the surface through the insert material. However, due to issues of
accessibility, some locations (e.g., stringers, girders etc.) may not be
conducive to welding, and bolting or bracket installations may be preferred.
Additionally, if the anodes have to be replaced relatively frequently, then
bolted ones are relatively easier to replace compared to welded ones.
Anodes can also be bolted to small studs or brackets which in turn are
welded to the hull.
Welded Anode (source rtech-marine.com)
Bolted Anode (source www.boatstasmania.com.au)
Bracketed anodes in tanks (Source cathwell.com)
Now that we know about anodes and their basic properties, in the next
section we will discuss about how to estimate the number of anodes
required for protecting a surface (e.g., the ship’s hull or tanks)
SECTION 4 – HOW TO CALCULATE THE QUANTITY OF ANODES REQUIRED
In this section, we will see how we can calculate the number of anodes
needed for protecting a surface. For this calculation, we will be following the
DNV-RP-B-401, which details the procedure.
Before we get into actual formulas, it will be pertinent to understand what

the anode is doing and how it is protecting the surface. Some concepts are
presented below.
4.1 Current demand of surface to be protected
The anode, when connected to a surface, sets up an electrical circuit and

current ows from cathode to the anode.
Each surface to be protected will need a minimum amount of current to ow

for adequate protection. This is called the ‘current demand’ of the surface to
be protected.
It is measured in terms of the amount of current required for protection of a

unit area of the surface, also called as current density. The current demand
of a surface depends upon many factors, like
1. Dissolved oxygen content in water

2. Marine growth
3. Temperature
4. Salinity
If the required current density for the Surface to be protected is iC, and the
area of the surface is AS, then the total current demand of the surface will be
IC = iC x AS
4.1.1 Initial, Final and Mean Current Demands
The current demand of the protection surface also varies during its lifetime.
Initially, when anodes are installed, then the surface metal is bare and fresh.
The initial current demand will be the amount of current required to e ect
polarization of the bare metal surface in a short time-frame for protection to
begin. This is called the initial current demand.
However, overtime, the surface develops calcareous deposits (due to

cathodic protection), and also marine growth. These act as a deterrent to
corrosion and thus reduce the current demand. When the anodes are close
to depletion, then the current required to initiate protection in a short time-
frame is called the nal current demand.
Once Cathodic Protection is in action over a long time, then the Cathode
potential becomes more negative, and the Cathodic Protection (CP) system is
said to have reached a steady-state. This is called cathodic polarization, and
it reduces the current demand over the operational life of the structure. The
current demand during the steady state is called the mean current demand.
Here we need to note the di erence between the initial/ nal and mean
current demands. While initial/ nal current demands are the currents
required to initiate Cathodic Protection, the mean current demand is the
current required for the Cathodic Protection to keep operating during the
lifetime of the anode. The mean current demand is around 50% of
initial/ nal current demands, since the Cathodic Polarization leads to more
negative cathodic potential, reducing the current needed for CP to keep
working.
Since current demand is measured in terms of current density, we will adopt

the following symbols and formulae for the initial, mean and nal current
demands
Initial Current Demand, Ici = ici x AC, where ici = Initial Current Density, AC =
Area of protection surface
Mean Current Demand, Icm = icm x AC, where icm = Mean Current Density,
AC = Area of protection surface
Final Current Demand, Icf = icf x AC, where icf = Final Current Density, AC =
Area of protection surface
DNV RP-B401 provides the recommended values of the Initial, Final and
Mean current densities as per the table below
Recommended Initial, Final and Mean Current Densities as per DNV RP-B401
4.2 Coating Breakdown Factor
The second important concept here is the coating breakdown factor. When a
surface is coated with an electrically insulating coating (epoxy, polyurethane
or vinyl based), then this provides additional protection against corrosion
and reduces the current demand.
The factor by which the coating reduces the current demand of a structure is
called coating breakdown factor. Its value lies between 0 and 1. A value of 0
means that the coating is 100% insulating, and a value of 1 means that the
coating provides no current reduction.
The extent of reduction in current demand is dependent on the type of

coating and the water depth at which the structure is installed.
There are di erent types of coatings as prescribed in DNV-RP-B401
Category I One layer of epoxy paint coating, min. 20 μm nominal DFT
Category II One or more layers of marine paint coating (epoxy, polyurethane

or vinyl based), total nominal DFT min. 250 μm.
Category III Two or more layers of marine paint coating (epoxy, polyurethane
or vinyl based), total nominal DFT min. 350 μm.
*DFT = Dry Film Thickness
The coating breakdown factor if given by
f = a + b.t
where t is the coating age and a, b are factors determined from DNV-RP-
B401
Coating breakdown factors (source DNV-RP-B401)
The coating breakdown factor is di erent for initial, nal and mean phases
(since ‘t’ is di erent for each), and is to be calculated separately for each
stage.
4.3 Current demand including coating breakdown
After incorporating the coating breakdown factors, the initial, mean and nal
current demands can be written as
Initial Current Demand, Ici = ici x fci x AC, where fci = initial coating
breakdown factor
Mean Current Demand, Icm = icm x fcm x AC, where fcm = mean coating
breakdown factor
Final Current Demand, Icf = icf x fcf x AC, where fcf = = nal coating
breakdown factor
At this stage, we know what current demand of the surface to be protected

is, and how we calculate this current demand. Let’s now look into the critical
properties of anode which help us in the calculation of number of anodes
needed.
4.4 Anode Properties and Concepts
4.4.1 Resistance of Anode
The resistance of anode is simply a function of the anode dimensions, the

anode geometry and the resistivity of the seawater. Seawater resistivity
depends on the temperature and salinity of the sea water. A graph for
determining Seawater resistivity is provided in DNV-RP-B401
Seawater Resistivity as function of Temperature for salinity between 30-40%

(Source DNV-RP-B401)
Depending on the type of anode, there are di erent formulae to calculate

the resistance of anode
Resistance formulae for di erent anode types (Source: DNV RP-B401)
From the above formulae, we can see that the resistance depends on the
anode dimensions. Now, as the anode is consumed by usage, its mass
depletes, and the nal dimensions of a completely used anode will be
smaller compared to the time it was installed new. Thus, the resistance in
the initial and nal conditions of the anode will be di erent.
4.4.2 Current output of anode
The current output of anode is the amount of current which one anode
produces. From basic electricity concepts, the current produced by one
anode when it is connected to the surface (the cathode), is given by
IA = (Potential di erence)/Resistance of anode = ∆E/Ra
Here, potential di erence is the electrochemical potential di erence

between the anode and the surface which it protects. For example, if the
surface material is mild steel and the anode is Zinc, then the potential
di erence is
∆E = (Design potential of mild steel) – (Design potential of Zinc)
Design potential of mild steel = -0.8 V
Design potential of Zinc = -1.05 V
IA = ∆E/Ra = (1.05 – 0.8) /Ra
As explained above, since the resistance of the anode is di erent in initial

and nal conditions, this implies that the current output of the anode will
also be di erent in the initial and nal conditions. If the resistance of the
anode in initial and nal conditions is represented by Rai and Raf
respectively, then the initial and nal current capacity are given by
Initial Current Capacity of Anode, Iai = ∆E/Rai
Final Current Capacity of Anode, Iaf = ∆E/Raf
4.4.3 Anode utilization factor
The whole mass of an anode may not be really utilizable for cathodic
protection. After the anode depletes to a certain extent, its e ectiveness
becomes unpredictable. Thus, only a net mass of the anode can be utilized
for cathodic protection. The fraction of anode mass which is actually usable
is called the anode utilization factor. This factor depends on the geometry
and shape of the anode, and recommended values are provided in the DNV-
RP-B401
Recommended Anode Utilization Factors (Source: DNV-RP-B401)
4.4.4 Anode Electrochemical Capacity and Closed Circuit Potential
These properties have been discussed before. Electrochemical capacity

signi es the rate at which the anode material will be consumed. It is
measured in Ampere-hr/kg. Basically, it measures the amount of material
which will be consumed to produce a one Ampere current for 1 hr.
Closed circuit potential is the potential at which the anode will be when
connected in a circuit to the cathode. Basically, the Steel surface is at a
potential of -0.8 V while the anode is at a more negative potential.
The Electrochemical capacities and closed circuit potentials of Aluminium

and Zinc anodes can be taken from DNV-RP-B401 and presented below.
Anode electrochemical capacity and closed circuit potential (Source: DNV-RP-

B401)
4.4.5 Current capacity of anode
Now we will discuss a property called the current ‘capacity’ of the anode. This
is di erent from the current output of the anode. Current capacity is the
amount of current which the anode can produce over its lifetime of usage.
Thus, it depends on the amount of material the anode carries, i.e., its weight.
We know by now that the net anode mass usable for cathodic protection is
determined by the anode utilization factor.
If the mass of one anode is ma kgs, and its utilization factor is u, then the net
usable mass of the anode will be ma x u (kgs)
Now, if the electrochemical capacity of the anode is designated as Ԑ, then Ԑ

amperes of current per hour will be generated by per kg mass of the anode.
Thus, the current generated by the net mass of the anode will be
Ca = ma x u x Ԑ
This is called the current capacity of the anode, and denotes the amount of
current per hour it can produce over its lifetime.
4.5 Calculation of number of anodes needed
Now that we are through with the concepts above, we can get into the actual
calculation of number of anodes. Understanding the calculation is relatively
simple.
Let the minimum number of anodes required be N.
Step 1 – On one hand, we have a structure to be protected. We know the

area of the structure. Depending on the coating properties and
environment, we can get the coating breakdown factor and the current
density for the structure from DNV-RP-B401
Step 2 – Next, we can calculate the total current demand of the structure.
There is Initial, Final and Mean current demand. They are denoted as Ici,,
Icf and Icm
Step 3 – calculate initial and nal anode current outputs. Earlier we
calculated the initial and nal current outputs of the anode, denoted by Iai
and Iaf
Step 4 – The initial current demand is basically current required to initiate
Cathodic Protection in the new structure. Thus, all the anodes combined
together should produce enough current to overcome the current
demand. To overcome initial current demand, the total initial current
output of N anodes should be more than I Putting this in a relation form,
we can write
N x Iai >= Ici ……………………….Equation 1
Step 5 – Similarly, the nal current demand is basically current required to

initiate Cathodic Protection in the structure with depleted anodes. Thus, all
the anodes (in depleted condition) combined together should produce
enough current to overcome the current demand. To overcome nal
current demand, the total nal current output of N anodes should be more
than I Putting this in a relation form, we can write
N x Iaf >= Icf ……………………….Equation 2
Step 6 – Calculate individual anode current capacity. The current capacity

of the anode is given by
Ca = ma x u x Ԑ (in Ampere-hr)
ma can be obtained from the anode’s catalog, while u (anode utilization

factor) and Ԑ (electrochemical potential) can be obtained from the DNV-RP-
B401.
Step 7 – Calculate the total required current output of anodes. The required
mass of anodes should be su cient to supply the mean current demand
over the design life of the anodes.
Let the design life of anodes be tf years. In hours it comes to tf x 8760 (1 yr

has 8760 hrs)
The mean current demand of the structure is Icm Amperes.
Thus, total required current demand over the design life of anodes = Icm x tf
x 8760
Step 8 – Calculate the total required anodes to meet required mean current
demand.
The total current capacity from all anodes over design life of anodes = Ca x
N
The total current capacity should be more than the demand. Thus,
Ca x N >= Icm x tf x 8760 ……………………….Equation 3
Thus, we see that the total number of anodes should be able to satisfy the
equations 1, 2 and 3 simultaneously.
The total initial current output of anodes should be more than the initial
current demand of the structure
The total nal current output of anodes should be more than the nal
The total mean current capacity of anodes should be more than the mean
Based on above guidelines, we can calculate the minimum number of

anodes required, N.
Section 6 – Step-by-step guide for selecting Anodes for Cathodic

Protection of your structure
In this section, we summarize all the steps which will be needed for you to
plan the cathodic protection of your structure using sacri cial anodes.
Step 1 – Study the surface to be protected. The shape, size and geometry
of the surface a ects the anodes to be selected. Get the following
parameters of the surface

Area of the surface
Material of the surface
Closed circuit potential of the surface material. Di erent categories of
steel may have di erent potentials
Coating category. See DNV-RP-B401
Step 2 – Study the environment in which the surface is going to experience
corrosion. Following parameters of the environment should be obtained
Salt water or fresh water
Salinity of water – a ects resistivity
Water depth – a ects current demand
Temperature of environment in which structure will operate – a ects
the resistivity of anodes and current demand
Step 3 – Select the anode type to be used
Select Anode material
Zinc and Aluminium are widely used.
Aluminium has better anode properties compared to zinc
However, zinc is more e ective in certain environments with low
oxygen
Aluminium has height restrictions when used in cargo tanks of
tankers
Select anode shape and size – it can be rectangular, tear shaped,
cylindrical or other shape based on the operational requirements of the
structure
Accessibility, availability of space and ease of installation are
important factors
For example, for a ship hull, Tear shaped anodes will have lower drag
compared to block shaped ones
The number of anodes will be less for bigger anodes, but installation
may be di cult, and they may lead to high point loads. Accessibility
and availability of space are equally important considerations
Select anode mounting method
Can be slender stand-o , ush mounted, or bracelet etc.
Slender stand-o anodes have better utilization factor compared to
ush mounted.
Flush mounted anodes may be more preferable for outer hull due to
relatively better drag properties.

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27/04/2019 Ship Corrosion - Cathodic Protection and Sacrificial Anodes - TheNavalArch

Ship Corrosion – Cathodic Protection

 Post Views: 7,955

Image Source: pixabay

Ship’s external hull – exposed to water

There are three major methods of corrosion protection

1. Anti-corrosion paints – metallic/organic

2. Cathodic Protection – ICCP (Impressed Current Cathodic Protection)

3. Cathodic Protection – Sacri cial Anodes

Anodes on a hull and rudder (source www.cathodicme.com)

SECTION 2 – CATHODIC PROTECTION USING SACRIFICIAL ANODES: THE

2.1 What is Cathodic Protection?

Cathodic protection is a mechanism which is employed to protect the ship’s

How does corrosion take place in ships?

Ships are made of steel; whose main component is iron. Iron is an

The mechanism of Corrosion (source www.zoombd24.com)

This youtube video gives a good picture of how corrosion occurs:

2.2 The galvanic series

The galvanic series (Source www.nordhavn.com)

2.3 The BIG idea!

This is the entire concept of Cathodic protection. When such an arrangement

The Steel is converted to a ‘Cathode’, and so this method of protecting the

SECTION 3 – ABOUT SACRIFICIAL ANODES

3.1 Sacri cial Anodes – the basics

We will next discuss the geometry and classi cation of anodes

3.1.1 Geometry of an anode

Geometry of an anode (source www.stoprust.com- edited by thenavalarch)

3.1.2 Anode Classi cation

3.1.2.1 Anode Shape

Following are some widely used shapes for anodes

Flat or block shaped

Anodes can be of di erent shapes based on their applicability. The selection

shape of the surface to be protected,

Di erent anode shapes

3.1.2.2 Anode Size

3.1.2.3 Anode Material

Usually for marine applications, Zinc or Aluminium anodes are deployed.

1. Closed Circuit Potential – the rst parameter, Closed Circuit Potential

Parameter Aluminium Zinc

Closed Circuit Potential -1.1 V -1.05 V

Properties of Anode Materials (Source: DNV RP-B401)

higher Electro-chemical capacity compared to Zinc, and will be longer lasting

Further, in fresh water application, Zinc tends to develop a calcareous

However, Zinc anodes have sometimes been found more reliable in

Further, Aluminium anodes, if falling from a height on oxidized steel, can

Hence, the selection of the material depends on the type of environment it is

3.1.2.4 Anode Mounting Method

The next important consideration for installation of anodes is the mounting

1. Flush mounted anodes – in this type of anode, the anode material

A Flush Mounted Anode (source archive.hnsa.org)

2. Slender stand-o anodes – In these types of anodes, the anode material is

A stand-o anode (source www.acp.no)

3.1.2.5 Method of Securing the anode to the surface to be protected

Welded Anode (source rtech-marine.com)

Bolted Anode (source www.boatstasmania.com.au)

Bracketed anodes in tanks (Source cathwell.com)

SECTION 4 – HOW TO CALCULATE THE QUANTITY OF ANODES REQUIRED

Before we get into actual formulas, it will be pertinent to understand what

4.1 Current demand of surface to be protected

The anode, when connected to a surface, sets up an electrical circuit and

Each surface to be protected will need a minimum amount of current to ow

It is measured in terms of the amount of current required for protection of a

1. Dissolved oxygen content in water