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The main causes of wear through corrosion in the cylinder liners of large and medium‐sized diesel engines through the use of residual oil rich in sulphur and ashes have been examined by the author, who is associated with Fiat Stabilimento Grandi Motori. Some remedies are given mainly with regard to special anti‐corrosive lubricating oils for the cylinders.

The end of this month will see Britain's biggest display of products and processes designed to prevent the onset of corrosion in all its forms. At the Royal Horticultural Society's New Hall, in Westminster, there will be over a hundred stands on view to visitors to the Exhibition which will run from April 27 to 30 inclusive. Here is C.T.'s exclusive preview. Stand descriptions are grouped under various headings, but the fact that a firm's exhibits are described under one heading does not necessarily mean that its interests are confined solely to that group of products. The grouping of exhibitors in this preview is merely intended to facilitate visitors who are interested in particular aspects of corrosion prevention.

Oleochemicals can be made from the components of renewable animal, marine and vegetable oils and fats. This oleochemical group of products is a large one, comprising fatty acids, glycerol and numerous derivatives of these including fatty alcohols, fatty esters, and nitrogen‐, phosphorus‐and sulphur‐containing materials. Polyoxyalkylated end products from the above, from heavy metal and water‐soluble soaps, epoxidised chemicals, polymer components, and the quarternary ammonium compounds are found. The oleochemicals of interest to the lubricants manufacturer are those which function in some specific manner. Anti‐corrosive, anti‐oxidant, anti‐squawk, anti‐stick, anti‐sludge, anti‐wear detergent, dispersant and oiliness agents, pour point depressants and viscosity modifying materials, are examples.

Modifies short and medium alkyd resins using perfluori‐nated urethane toluene isocyanate (PFUTI), and incorporates the modified resins in a set of paint formulations containing different ratios of zinc phosphate as an inhibitive pigment. Achieves promising results and illustrates corrosion‐protective properties in various paint formulations and also a paint formulation free of the inhibitive pigment. Shows enhancement of the corrosion protection efficiencies by the improvement in the hydrophobicity of alkyd resin modified with PFUTI. In view of these results, minimizes or neglects the most expensive inhibitive pigments from an economical standpoint.

This article has been withdrawn as it was published elsewhere and accidentally duplicated. The original article can be seen here: 10.1108/eb007379. When citing the article, please cite: Brian Norton, (1995), “Facets of anti-corrosive coating technology”, Anti-Corrosion Methods and Materials, Vol. 42 Iss: 6, pp. 28 - 29.

Last month the author considered the effects of fouling on harbour installations and power stations after briefly surveying the history of measures taken to prevent it. This month, emphasis is on ships. Satisfactory anti‐corrosive and anti‐fouling compositions, properly applied, have an important beneficial effect on the frictional resistance, and without sufficient precaution, fouling and corrosion of a ship's hull eventually often add over 20% to the resistance of a new ship.

Roofing system needs no vapour barrier. Savings in construction and maintenance costs and resistance to wind uplift and corrosion are the benefits of a new insulation system for steel roofs.

FUTURE FOR MOLYBDATES. Results reported from the Battelle Memorial Institute suggest that molybdates may have a future as anti‐corrosive pigments. Two advantages over conventional materials such as red lead, zinc chromate and iron oxide are their non‐toxicity and white colour. They are, however, more expensive, especially when compared on a weight basis, but the difference in cost is less marked when compared on a volume basis, the molybdates being lower in density than the conventional pigments.

Shipping is one of the major British industries and a valuable source of ‘invisible exports’ by virtue of its earnings of foreign currencies. One of the major costs incurred by shipping companies is that of preventing the corrosion of their vessels and at a rough estimate it is probable that something like £30 million is expended annually in countering the corrosion of ships and harbour installations. Ships are constructed mainly of steel and their protection is essentially a particular aspect of the problem of protecting steel against corrosion. Aluminium alloys and newer materials such as plastic sheets are being increasingly used on board ships, but these materials do not offer quite the same difficulty as regards protection nor is the problem yet of the same magnitude. Painting is the most widely used means of protection and the present article deals with some of the problems associated with the painting of ships from the point of view of a paint manufacturer.