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British Railways operate under conditions which include some of the most severely corrosive in the country. The steam locomotive is, of course, largely responsible for this, and the atmosphere of stations is generally moisture‐laden and polluted with sulphur dioxide and dirt. In coastal areas, sea‐spray is also encountered, and the combination of coal smoke, salt and moisture can be exceptionally aggressive. It is thus inevitable that the railways should be constantly confronted with problems of corrosion and its prevention, and the following is an account of how some of these problems are tackled.

The purpose of this paper is to obtain a better insight into the impact of atmospheric corrosion in Mauritius by investigating the corrosion prevention strategies used in the country and determining the related costs.

Companies and organizations, in various industrial sectors, affected by atmospheric corrosion were selected. They were inspected and surveys were performed in order to fulfill the aim of the study.

It has been observed that extensive atmospheric corrosion problems have been encountered in the capital city, leading to the use of a range of corrosion prevention methods. However, carbon steel, which corrodes easily, is very commonly used in the country. This leads to the wide use of alkyd‐based barrier coatings. The cost of atmospheric corrosion has been found to be equal to 0.38 per cent of the GDP.

This study is expected to raise concern on the problem of atmospheric corrosion in Mauritius and the related waste in materials.

This study is expected to help in adopting corrosion prevention policies and strategies in Mauritius.

From November 29 to December 2 the Empire Hall at Olympia, London, will be given over to what will probably be the world's largest display of products, processes and services for use in the prevention or limitation of corrosion. Over 120 stands will be shared by 94 exhibitors, each contributing in some way or in many ways to this cause. The extensive preview in the following pages is divided into sections. However, the grouping is general and reflects only one aspect of a company's activities. Therefore a complete examination of items is recommended.

The prevention of corrosion in the structures, engines and ancillary equipment of aircraft presents the corrosion engineer with a unique problem of the severest magnitude. Failure to provide adequate protection under all conditions will produce catastrophic results or, assuming that the affected parts are discovered in time, a costly replacement scheme.

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.

Introduction Corrosion has been described as one of the scourges of civilisation. It would appear to be almost a universal phenomenon occurring in the home, on the roads—particularly in road vehicles—in the factory, on the farm, in vessels at sea, in aircraft in the sky, and in pipelines underground. Corrosion is not confined to metallic materials—although they are the major victims—in that stone, brickwork and concrete are also subject to corrosive attack. In Britain alone the annual cost of corrosion has been calculated to be over £600 million in materials replacement, maintenance costs and lost production; the annual world cost has been estimated as at least £10,000 million.

This work describes test results that were obtained using a newly-developed type of organic inhibitor: V-active VCIs. The findings demonstrate that is possible to eliminate or reduce the oxidizing action of water, thereby extending the allowable time before painting after hydrojetting, and that the new corrosion inhibitor technology does not interfere with the final quality of paint adhesion.

Metallic specimens were treated/washed by hydrojet (35000 Psi). It was employed as a 2 per cent V-active VCI SPH 1,712 water solution by dilution of the inhibitor in industrial water. Metal sample plates were examined after blasting and after subsequent drying, and were submitted to the paint adhesion tests, to evaluate the duration of temporary protection, oxidation prevention and influence on the adherence of paint (pull off).

Using the V-active VCI proposed technology, it was possible to minimize or eliminate the oxidizing action of the water when the metal is exposed to the saline moisture in a closed environment, extending the acceptable time before painting without interference in the final quality of painting.

The proposed technology allows to the area of prepared (wet blasted) steel surface to be increased during cleaning and preparation, thereby reducing labor and product costs, and reduces water consumption during the preparation process. Practical applications in the shipbuilding, ship maintenance and oil and gas production industries, include the preservation of internal tubes and pipes, protection during hydrostatic test processes and cleaning with water and corrosion prevention in diesel tanks contaminated with water.

The intent of this paper is to present the obtained results for a new formulation of organic chemical inhibitors that use water medium as the application method. In addition to this property, this group of organic inhibitors maintains the property of volatile inhibitors. Thus, these compounds are generically known as V-active VCI.

Micaceous Iron Oxide (MIO) coatings have a well established record for long‐term protection of steelwork against corrosion. Structures protected with MIO paint systems include road and railway bridges, electricity towers, radio masts, gantries, cranes, building frames, gas holders, chemical plant, offshore platforms, storage tanks and pipework.

Health and safety legislation has forced changes in the type of anticorrosive pigments used in paint formulations, mainly focused on their substitution with different phosphates. The zinc phosphate pigment used with different types of binders has provided contradictory experimental results. In this paper, waterborne anticorrosive paints pigmented with zinc phosphates were studied. The main variables considered were PVC and the anticorrosive pigment content. Accelerated tests (salt spray, humidity chamber, and electrochemical tests) were performed to evaluate the paints’ anticorrosive performance. Good correlation was found using salt spray and impedance tests. From analysis of the time dependence of all the experimental results it was concluded that an efficient steel protection could be obtained using a waterborne epoxy primer pigmented with zinc phosphate. Such protection is attained through the barrier effect afforded by the paint film as well as the precipitation of a pretty stable ferric phosphate layer under the intact and damaged coating areas.