VISVESVARAYA TECHNOLOGICAL

UNIVERSITY
“Jnana Sangama”, Belgaum-590018

A SEMINAR REPORT ON

“CONTROL OF CORROSION ON

UNDERWATER PILES”
(2021-2022)
Submitted in partial fulfillment for the award of degree of

Bachelor of Engineering
IN
CIVIL ENGINEERING

Submitted by,

SAFREENA K H

4KM18CV025

Under the guidance of

Mrs. SOUMYA G M, MTech,

Assistant professor

DEPARTMENT OF CIVIL ENGINEERING

2021-22
KARAVALI INSTITUTE OF TECHNOLOGY
Neerumarga 575029, Mangalore, D.K, Kannada.
 KARAVALI INSTITUTE OF TECHNOLOGY
Neerumarga 575029, Mangalore, D.K, Kannada

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

Certified that the seminar report entitled “CONTROL OF CORROSION ON

UNDERWATER PILES” carried out by SAFREENA KH (4KM18CV025), is bona-fide students
of Karavali Institute of Technology, Neerumarga, Mangalore, has submitted the report in partial
fulfillment for the award of degree of Bachelor of Engineering Civil Engineering of the
Visveswaraya Technological University, Belagavi during the academic year 2021-22.

________________________________ ____________________________
Guide Head of the Department
Mrs. Soumya G.M, M. Tech Mrs. Soumya G.M, M.
Tech
Assistant Professor, Assistant Professor,
KIT, Mangalore. KIT, Mangalore.

______________________________
Principal
Dr. Raghu Chand R, M. Tech, Ph.D.,
KIT, Mangalore
 ACKNOWLEDGEMENT

Any achievement big or small should have a catalyst and constant encouragement and
advice of valuable and noble minds. The satisfy action and euphoria that accompanies the
successful completion of any task would be incomplete without the mention of the people who
made it possible, whose constant guidance and encouragement crowned our efforts with success.

I would like to express my sincere and grateful thanks to my guide Mrs. Soumya G.M,
Assistant Professor, Department of Civil Engineering, Karavali Institute of Technology,
Mangalore for the valuable guidance, encouragement, technical comments throughout my
technical seminar work

I would like to convey heart full thanks to Mrs. Soumya G.M, Assistant Professor and
Head of Department of Civil Engineering, KIT, Mangalore for giving me the opportunity to
embark upon this topic and for his continued encouragement throughout the course of this
Technical Seminar.

It is great pleasure to express my gratitude and indebtedness to our beloved principal Dr.
Raghu Chand R for his help and guidance, moral support and affection through the
completion of my work.

I would like to express my sincere gratitude to the authorities of Karavali Institute of

Technology, especially I would like to express my deep sense of gratitude to our honorable
Chairman Sri S Ganesh Rao sir, for his continues effort in creating a competitive environment
in our college and encouraging throughout this course.
I also wish to thank all the staff members, non-teaching staff members of the Department of
Civil Engineering who have helped me directly or indirectly in the completion of my report
successfully.

Finally, I am thankful to our parents, friends and loved ones, who are always our
source of inspiration and for their continued moral and material support throughout the
course and in helping us to finalize the technical seminar.

Ms. SAFREENA K H.
 ABSTRACT

Structures that are used for the transfer of loads from the superstructure to the
sub surface strata are known as Foundation. And Piles are a type of foundation. For a
hydraulic structure such as bridges, dams, etc. or for surfaces having high water
content, the piles are driven into the ground and under the water strata. Piles normally
used in underwater structures are subjected to corrosion. Corrosion reduces the
structures stability and longevity. There is absolutely no method for elimination of
corrosion, but corrosion protection measures can be employed for controlling the
effects of corrosion.
Corrosion protection can be done in different ways, depending on the
environment and other atmospheric and hydrological factors. Types of corrosion
protection include – treatment of surfaces, utilization of inhibitors, use of coatings and
sealants, cathodic and anodic protection.

Keywords: Stability, Longevity, Protection Measures, Types of Protection.

 CONTENTS

Chapter No. Title Page

No.
1 INTRODUCTION 1

1.1 General 1

1.2 Mechanism of corrosion of steel in sea water 2

2 ZONES OF CORROSION ON 3
UNDERWATER PILES

3 CORROSION MANAGEMENT 4
4 METHODS FOR CORROSION PROTECTION 5

4.1 Protective coating 5-6

4.2 Cathode protection 6

4.3 A typical anode delivery system 7-8

4.4 Composites and the fight against corrosion 8-9

4.5 Application of FRP composites 9-10

5 CASE STUDY FOR APPLICATION OF FRP 11
COMPOSITES
5.1 Allen creek bridge 11-12
5.2 Friendship trails bridge 12-14
5.3 Gandy bridge 14-16
6 STANDARDS AND CODES 17
7 CONCLUSION 18
REFERENCES 19
 LIST OF FIGURES

FIGURE TITLE PAGE NO.

NO.
1.1 Under water piles 2
1.2 Corrosion mechanism of steel in sea water 2
2.1 Zones of corrosion 3
3.1 Phases of corrosion management 4
4.1 Pile mounted anode 7
4.2 Retractable mount 7
4.3 Sled anode 8
4.5 10
Impact damage that led to both cross-section
loss and breakage of the spiral ties.
5.1 Mesh flooring around the piles 12
5.2 Use of rebar probes in instrumentation. 13
5.3 Wrapping of FRP material around pile 14
5.4 On-site saturation, Friendship Trails Bridge, 14
Tampa.
5.5 15
Heavily Corroded Pile, Bridge
Tampa
5.6 15
Selected piles, Gandy bridge,
Tamp gandy
5.7 16
Scaffolding system, Gandy bridge,
Tampa
5.8 16
Underwater wrapping, Gandy
bridge, Tampa
CONTROL OF CORROSION ON UNDERWATER PILES

CHAPTER 1
INTRODUCTION
1.1 GENERAL
1.1.1 Corrosion
Corrosion means the damage, destruction or elimination of the metals and alloys by
the chemical reaction of the metals and alloys with the environment. During the phase of
corrosion taking place, metals get converted to metallic compounds at the top surface and
these compounds wear or deteriorate away as corrosion product. This process may also be
called as the reverse process of the extraction of metals from their ore.
It is a problem that must be addressed for a wider range, example, the automotive
industry; metals are often plated or coated for protection from the road salt and moisture.
Indeed, many traditional metal parts are presently used with polymeric components-which
are not only lighter but are also more cost effective for production. But these products are
generally impervious to the electrochemical corrosion. The selection of the base metals for
piling and well-designed structures will ensure no guarantee for absolute elimination of
corrosion.

Therefore, corrosion protection methods are utilized for mitigation and controlling the
effects of corrosion on piles. Corrosion protection can be established in several different
ways with multiple methods applied in different environments. Types of corrosion
protection include – treatment of surfaces, utilization of inhibitors, use of coatings and
sealants, cathodic and anodic protection.

1.1.2 Underwater piles

Piles are the substructure member of the building used to transfer the loads from the
superstructure to the ground. When a structure is built in the water, the piles are driven in the
water to underwater strata. As the piles are always inside the water, they are subjected to
corrosion. To eliminate this corrosion problem is very hard, but the corrosion can be
controlled by using corrosion protection measures.

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CONTROL OF CORROSION ON UNDERWATER PILES

Fig.1.1 Under water piles.

1.2 Mechanism of Corrosion of Steel in Sea Water

On the account that steel piling in carried out in seawater, the more chemically active
(charged) surface areas (anodes) are metallically coupled to the less chemically active
surface areas (cathodes), which result in electricity flow and corrosion of the anodic areas.
Roughening of the surface occurs when the local anodic and cathodic areas consistently shift
during the corrosion process. There are times that there is no shifting of these active local
areas from their position end, and there is a localized attack on the metal and pitting
occurs. Generally, depth of pitting = ratio of the anodic sites / area of cathodic site [in
contact with the electrolyte (seawater)]. As the anode area reduces in relation to the cathode
area, the deeper is the pitting.

Fig.1.2 Corrosion mechanism of steel in sea water.

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CONTROL OF CORROSION ON UNDERWATER PILES

CHAPTER 2

ZONES OF CORROSION ON UNDERWATER PILES

The piles which are driven into the water strata undergo corrosion in several
zones due to the different contact with water. It is convenient to divide these areas into
four zones, each having a characteristic corrosion rate as shown in figure below.

Fig.2.1 Zones of corrosion

Atmospheric zone - It depends upon the temperature, pollutants, time of wetness. It is
also largely responsible for large fraction of corrosion. Corrosion rate is least in this
zone (without protection) < 0.1mm/year. Paints and coatings are used in protecting this
section.

Splash zone - It is characterized as an aerated environment of seawater where the

exposed material continually wet and there is no attachment of bio fouling. Corrosion
rate (without protection )0.3mm/year.

Tidal zone - It is an environment where the metals are submerged in the seawater and
then exposed to the splash zone alternately as the tide fluctuates. Corrosion rate
(without protection) 0.1- 0.3mm/year.

Submerged zone - This environment zone is usually characterized by well-aerated

water in combination with the marine bio fouling organism of animal and the plant.
Corrosion rate (without protection )0.1- 0.2mm/year.

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CONTROL OF CORROSION ON UNDERWATER PILES

CHAPTER 3
CORROSION MANAGEMENT

Conceptual and feasibility studies of the corrosion control method are done.
It is categorized into three major phases.
Phase 1 – In this phase, the programmatic assessment of the project is done. For
the planning stage, three main requirements strategy, budget and schedule needed
to overcome the problem raised from corrosion of reinforcement.

Fig.3.1 Phases of corrosion management

Phase 2– In this phase, the physical assessment and actual remediation work is done.
Inspections for severity of corrosion are conducted in this phase to determine what
strategy or methods are most suitable to be applied.
Phase3– In this phase, future monitoring of the repaired structure is done. Systematically
identifying and managing the existing resources can be done by implementing internal or

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CONTROL OF CORROSION ON UNDERWATER PILES

external monitoring system using current technology.

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CONTROL OF CORROSION ON UNDERWATER PILES

CHAPTER 4
METHODS FOR CORROSION PROTECTION

4.1 Protective Coating

In order to protect metals from corrosion, the contact between the metal and the
corrosive environment is to be cut off. This is done by coating the surface of metals
with a continuous non-porous material inert to the corrosive atmosphere.
Surface coatings are broadly classified into three:
a). Metallic coatings
b). Inorganic coating
c). Organic Coatings
Individual coatings are formulated to perform specific functions and must be
selected to become components of a total system designed for optimum results
considering the environment and service expectations.

The different types of coatings used for under water piles are:
4.1.1Inorganic Zinc Silicates Primers
Steel structures that are permanently immersed in sea water, such as jackets in the
area below the Splash Zone, are typically not coated for various reasons and protected
solely by cathode protection systems consisting of sacrificial anodes or impressed current
arrays, which can be maintained as required by underwater contractors. Various
anticorrosive pigmented primers are available; some that passivity the steel but the most
effective are inorganic zinc silicate primers which essentially become anodic to the steel
in a corrosion cycle. The primary advantage of this type of coating is that it will arrest
rust creep, or undercutting of the coatings surrounding the damaged area, and confine
corrosion to the point of the damage. These coatings also provide a high degree of
resistance to heat and chemical.

4.1.2 High Build Epoxy Coatings

Epoxies are generally more abrasion and chemical resistant than primers and
topcoats and, in this case, protect not only the substrate itself, but the zinc primer as well
from all these detrimental factors.

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CONTROL OF CORROSION ON UNDERWATER PILES

4.1.3Aliphatic Polyurethane Topcoats

Polyurethane finish coats are generally acknowledged as providing optimum
resistance to UV and high degrees of flexibility and chemical resistance. They also
help to maintain a very high level of cosmetic gloss and color retention and can be
cleaned very easily, generally with low pH detergents and freshwater pressure washing.
Although polyurethane finishes offer no real anticorrosive or barrier protection to the
substrate, they do provide a high level of protection to the integrity of the coatings
system.

4.1.4 Zinc Rich Epoxy Primers

Zinc modified epoxy anticorrosive will provide a high level of service and are
more tolerant to compromised surface preparation and ambient weather conditions
provided the zinc loading of the formula is sufficient. Zinc rich epoxy is also most
effective in maintaining damaged areas and breakdown of the coatings systems applied
at new construction as it is compatible with alternate methods of surface preparation
such as power tool cleaning and UHP Hydro Blasting.

4.1.5 Non-Skid Deck Coatings

Coatings specifically designed with anti-slip properties normally incorporate

very coarse aggregates for an exaggerated profile. They are applied in very high film
builds and normally without a zinc rich primer.
4.2 Cathode Protection
The preferred technique for mitigating marine corrosion, based on historical
performance and measurable results, is cathode protection (CP) – the practice of using
electrochemical reactions to prevent the corrosion of steel structures. The reason for
increased acceptance: cathode protection prevents corrosion on underwater structures.
In theory and practice, the implementation of a CP system is quite simple.
Assuming you already have corroding steel in seawater, all you need is an anode, a
power supply, and engineering talent. A protective circuit is accomplished between the
anode, steel (cathode), power supply and electrolyte (seawater).

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CONTROL OF CORROSION ON UNDERWATER PILES

4.3 A typical anode delivery system

4.3.1 Pile Mounted Anodes

Pile mounted anodes are designed for efficient current distribution in and around
piling where the complex geometry of the facility precludes remote placement of the
anodes. These delivery systems are suitable for direct attachment to pilings.

Fig.4.1 Pile mounted anode.

4.3.2 Disk Anode

The disk anode was designed in conjunction with the U.S. Army Construction
Engineering Research Lab for use on navigational locks and dam gates. This anode
system is also suitable for use on seawater intake structures, vessel internals, and sheet
piling when shore side access is possible.
4.3.3 Retractable Mount

For installations where it is deemed necessary to access the anode for periodic
maintenance, or when current is only required on a periodic basis, the retractable anode
allows the user to easily retrieve the anode. The above illustration is rotated by 90
degrees.

Fig. 4.2 Retractable mount

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CONTROL OF CORROSION ON UNDERWATER PILES

4.3.4 Sled Anode

Anodes mounted on the seabed typically afford the best spread of protection on a
marine structure. The Post Tension Sled was developed to ensure anode operation out of
the mud when resting in silty and soft seabed. By adjusting the height of the concrete sled,
the mesh anode sled can also be designed for operation out of the mud. The advantage of
this type of sled is its low profile, thereby limiting the potential for, damage by anchors
fishing nets, etc.

Fig. 4.3 Sled anode

4.4 Composites and The Fight Against Corrosion

There are many ways to fight corrosion including the use of costly metals and
coatings, surface treatments and other special procedures to protect structural material. In
many situations, a better solution can be achieved by using modern composite materials.
This report focuses on the broad range of composite materials called fiber-glass-
reinforced polymer (FRP).
FRP composites are safe and reliable solutions, able to face corrosive
conditions in various types of environments and have outperformed traditional materials
for many years.
Composites offer:

• High strength

• Light weight

• Durability

• Cost savings

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CONTROL OF CORROSION ON UNDERWATER PILES

• Power & Energy

• Marine

• Water & Sewage

• Industrial
FRP composites consist of engineered polymer resin and fiber reinforcement –
about 95 percent of composites are reinforced with glass fiber and can be enhanced
with additives and core materials. The combination can produce some of the strongest
materials for them weight ever developed.
FRP composites gain their strength from glass fibers set within a resin matrix.
The fibers carry the load while the resin spreads the load imposed on the composite and
both impact corrosion resistance. Pound for pound, glass fibers are stronger than steel.
That is because glass fibers have a high specific strength. Specific strength is a term that
relates strength to weight. To understand this concept, compare a ¼- inch diameter steel
rod to a ¼- inch diameter fiberglass composite rod.
4.5 Application of FRP Composites

Fiber reinforced polymers (FRP) have long been used for the repair and retrofit
of concrete structural elements. Their lightweight, high strength and resistance to
chemicals offer obvious benefits. In fabric form, they provide unparalleled flexibility.
Moreover, as fibers can be oriented in any direction, their use can be optimized. This
makes FRP particularly suited for emergency repairs where damage can be multi-
directional and speed of strength restoration critically important.
The strength properties of FRPs collectively make up one of the primary reasons
for which civil engineers select them in the design of structures. A material’s strength is
governed by its ability to sustain a load without excessive deformation or failure. When
an FRP specimen is tested in axial tension, the applied force per unit cross-sectional
area (stress) is proportional to the ratio of change in a specimen’s length to its original
length (strain). When the applied load is removed, FRP returns to its original shape or
length. In other words, FRP responds linear-elastically to axial stress.

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CONTROL OF CORROSION ON UNDERWATER PILES

FRP’s response to transverse tensile stress is very much dependent on the

properties of the fiber and matrix, the interaction between the fiber and matrix, and the
strength of the fiber- matrix interface. Generally, however, tensile strength in this
direction is very poor. Shear stress is induced in the plane of an area when external
loads tend to cause two segments of a body to slide over one another. The shear
strength of FRP is difficult to quantify. Generally, failure will occur within the matrix
material parallel to the fiber. Among FRP’s high strength properties, the most relevant
features include excellent durability and corrosion resistance. Furthermore, their high
strength-topweight ratio is of significant benefit; a member composed of FRP can
support larger live loads since its dead weight does not contribute significantly to the
loads that it must bear. Other features include ease of installation, versatility, anti-
seismic behavior, electromagnetic neutrality, excellent fatigue behavior, and fire
resistance.

Fig.4.5 Impact damage that led to both cross-section loss and breakage of
the spiral ties.
The emergence of new adhesives that allow FRP to be bonded to wet concrete surfaces
makes it possible to economically conduct emergency repairs on sub-structure elements.
Fig.4.5 shows impact damage that led to both cross-section loss and breakage of the
spiral ties. If instead, FRP were used it would only be necessary to re-form the cross-
section and apply bi-directional layers that could restore lost tensile capacity while
providing equivalent lateral support to the longitudinal steel. Moreover, the application of
a protective UV coating on the wrap of the right color will render the repaired pile
indistinguishable from other undamaged piles.

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CONTROL OF CORROSION ON UNDERWATER PILES

CHAPTER 5

CASE STUDY FOR APPLICATION OF FRP COMPOSITE

5.1 Allen Creek Bridge
Allen Creek Bridge is located on the busy US 19 highway connecting Clearwater
and St. Petersburg, FL. The original bridge built in 1950 was supported on reinforced
concrete piles driven into Allen Creek. In 1982, the bridge was widened, and this new
section was supported on 35 cm (14 in.) square prestressed piles.
The waters from Allen Creek flow east into Old Tampa Bay that in turn joins
then Gulf of Mexico to the south. The environment is very aggressive; all the reinforced
concrete piles from the original construction had been rehabilitated several times. At
low tide, the water level in the deepest portion of the creek is about 0.76 m (2.6 ft).
Maximum high tide is about 1.89m (6.2 ft).

5.1.1 Preparatory work

Pile surfaces were covered with marine growth that had to be scraped off.
Additionally, two of the four corners that were not rounded but chamfered had to be
ground using an air powered grinder. A quick-setting hydraulic cement was used to fill
any depression, discontinuities and provide a smooth surface. Just prior to wrapping the
entire surface was pressure washed using freshwater to remove all dust and marine
algae.
5.1.2 Instrumentation
Instrumentation was installed to allow linear polarization and corrosion potential
measurements to be made. This was an important consideration since the piles were in
relatively shallow waters that were accessible on foot. Several piles supporting the
structure had been defaced and the probability of vandalism was very real. FRP
wrapping-Two different schemes using two different materials were evaluated. In each
scheme four piles were wrapped with two other instrumented piles serving as controls.

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CONTROL OF CORROSION ON UNDERWATER PILES

The pre- preg was easy to install since all the material came in labelled
hermetically sealed packets. After applying an initial epoxy layer, the packets were
opened according to the layout scheme and the FRP material applied. A shrinkage wrap
was applied at the end to allow the FRP to cure. On an average, it took between 30
minutes to 45 minutes to wrap a pile over a 1.5 m depth depending on the number of
layers of material that had to be applied.

5.2 Friendship Trails Bridge

This is the oldest of the Gandy Boulevard bridges crossing Tampa Bay. It was
originally constructed in 1956 and was slated for demolition in 1997. Thanks to
community activists, the bridge was saved, refurbished, and rehabilitated. In 1999, the
bridge was reopened as a pedestrian bridge and re-christened as the “Friendship Trails
Bridge”. The 4.2 km structure is now the longest over-water recreational trail in the
world. The bridge has 275 spans supported by 254 reinforced concrete pile bents and 22
column type piers located at the main channel crossing.
5.2.1 Preparatory work
All piles wrapped were 50.8 cm x 50.6 m reinforced concrete piles and wrapped
over a depth of 1.5 m that extended all the way to the underside of the pile cap. The
waters are approximately 4.88 m deep. This meant that ladders could no longer be
used to apply the FRP in this situation. An innovative scaffolding system was designed
and fabricated. It was lightweight, modular yet sufficiently rigid when assembled to
support 4-6 people. The scaffolding was suspended from the pile cap and extended 2.74
m below. Its mesh flooring provided a secure platform around the pile that allowed the
wrap to be carried out unimpeded in knee deep waters fig.5.1

Fig.5.1 Mesh flooring around the piles.

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5.2.2 Instrumentation
Unlike the Allen Creek Bridge where vandalism was a real concern, the piles of
the Friendship Trails Bridge are in deeper and more turbulent waters. Moreover, as most
of the piles supporting this bridge had been repaired and some were instrumented, the
element of novelty was absent making vandalism less likely. In view of this, an
instrumentation system developed by the Florida Department of Transportation was
selected. This required both wiring and junction boxes. The scheme uses rebar probes
Fig.5.2 that are installed at different elevations close to the reinforcing steel. Changes in
the direction of the corrosion current between these locations can indicate if the FRP is
working as expected. Reductions in the measured current compared to unwrapped
controls were also expected to provide an index of the efficacy of the FRP wrap. The
drawback with this system is that it takes time for the equilibrium state around the probe
to be attained. Until this time, data may not be meaningful.

Fig. 5.2 Use of rebar probes in instrumentation

5.2.3 FRP wrapping
Two different FRP systems were used. One was the same pre-preg system with a water-
activated resin used in the Allen Creek Bridge. The other was Fyfe’s system that used
resins that cure in water. The pre-preg system was used to wrap four piles – two using
carbon and two using glass. The wet-layup system from Fyfe required on-site saturation of
the fibers. Two piles were wrapped with fiberglass using this system. Of the two, one was
an experimental FRP system that combined wrapping with a sacrificial cathodic protection
system. Two other unwrapped piles in a similar initial state of disrepair were used as
controls to evaluate the performance of the wrapped piles. Application was facilitated

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CONTROL OF CORROSION ON UNDERWATER PILES

using a scaffolding system mentioned earlier Fig.5.3.

Fig. 5.3 Wrapping of FRP material around pile

The pre-preg system was applied as in the Allen Creek Bridge and posed no
problems. The Fyfe system was more challenging since the FRP material had to be
saturated onsite. Access to foundations of an adjacent bridge provided a convenient
staging post for the on-site impregnation Fig. 5.4. On an average the operation took 90
minutes to complete.

Fig. 5.4 On-site saturation, Friendship Trails Bridge,

Tampa.
5.3 Gandy Bridge
The Gandy Bridge built in 1970’s connects St. Petersburg to Tampa. The bridge
has approximately 300 piers comprising five or eight prestressed concrete piles with
50.8cm x 50.8 cm (20 in x 20 in.) cross section. The original plan was to just wrap one
heavily corroded pile (Fig. 5.5). Later, the scheme was revised to include three piles.
An additional unwrapped but instrumented pile served as control (Fig.5.6)

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Fig.5.5 Heavily Corroded Pile Bridge, Tampa

Fig.5.6 Selected Piles, Gandy Bridge, Tamp Gandy.

5.3.1 Preparatory work

Though the scaffolding system used at the Friendship Trail Bridge provided a
safe and stable working space, it required at least four to five people to install and move
because of its large size and weight. In view of this, a new scaffolding system was
developed that was geared towards wrapping individual piles. This was into parts that
were readily assembled in the field and suspended from the pile cap using steel chains
rather than welded angles used earlier. The system could be installed by 2- 3people
easily and quickly and provided a good working space for 3 people (Fig. 5.7). Prior to
applying the wrap, the severely damaged pile (Fig. 5.5) was repaired. The surface of the
exposed concrete and steel was cleaned by sand blasting and the damaged section
restored using an underwater patch material. All procedures recommended by the
manufacturer were followed.

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Fig. 5.7 Scaffolding System, Gandy Bridge, Tampa

5.3.2 Instrumentation

Since it was expected that FDOT would take over monitoring of the performance
of the piles after the project was over, the same rebar probes used in the Friendship
Trails Bridge were retained. Additionally, a commercial probe was used. This was
relatively bulky in size but could just be accommodated within the cover. The benefit of
the new system was it also allowed the corrosion rate to be monitored. Rebar probes
were positioned at four different levels for measuring current flow and commercial
probes were installed at two levels for performing the linear polarization measurement.
5.3.3 FRP wrapping

The same two systems used in the Friendship Trails Bridge were also used in
the Gandy Bridge. The operation was identical excepting that the system used for
saturating the fibers for the Fyfe system was modified. Instead of using the saturating
machine, hand methods were used as they were found to be speedier and equally
effective. The entire operation went smoothly, and the wraps were installed in about
an hour each (Fig. 5.8).

Fig.5.8 Underwater Wrapping, Gandy Bridge, Tampa

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CHAPTER 6

STANDARDS AND CODES

There are no Indian standards codes as such for the control of corrosion. The
latest editions of the following organizations’ standards, codes, and guidelines shall be
used for the design of corrosion control systems:
• NACE International (formerly The National Association of Corrosion Engineers)

• RP0169 – Control of External Corrosion on Underground or Submerged Metallic

Piping Systems
• American Society for Testing and Materials (ASTM).

• ASTM D512 – Standard Test Methods for Chloride Ion in Water.

• ASTM D516 – Standard Test Method for Sulphate Ion in Water.

• ASTM G51 – Standard Test Method for measuring pH of Soil for Use in Corrosion
Testing.

• American Railway Engineering and Maintenance-of-Way Association (AREMA).

• Federal Highway Administration (FHWA).

• Publication FHWA-NHI-00-044 – Corrosion/Degradation of Soil Reinforcements

for Mechanically Stabilized Earth Walls and Reinforced Soil Slopes.

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CHAPTER 7
CONCLUSION
Though there is no absolute way to eliminate all corrosion on under water piles,
there are some effective measures to control them. The cathodic protection is found to
be quite simple to employ and mostly used in marine conditions. The protective
coatings are used in vast and expensive structures. The FRP composites have many
advantages over conventional methods such that they are light weight, possess high
strength and chemical resistance and moreover have incomparable flexibility. Of the
various ways of wrapping of FRP composites, transverse wrapping is found to be the
easiest as otherwise, the longitudinal pieces are awkward to handle and difficult to
position. Bi-directional material is the best option. Scaffolding measures during the
application of materials ensures safety and simplifies installation. Out of the two system
of FRP application, the pre-preg system is easier to use. Onsite FRP saturation can be
problematic. High winds and high tides should be avoided during the process.

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CHAPTER 8
REFERENCES

 Sidhant Agarwala1 & Dr. OmPrakash Netula: ‘Study of Corrosion Control of

Underwater Piles’, (Imperial Journal of Interdisciplinary Research (IJIR)) Vol-
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Dept. of Civil engg. KIT, Mangalore 20