Harvard Technology Middle East April 3-14, 2004 Dubai, U.A.E. Faculty Mr. Oran Lewis 0. Box: 26606, Abu Dhabi, United Arab Emirates, Tel: +071-2-6277881, Fax: +071-2-6277663 [email protected] htip/www.harvard.:To The Participant The Course notes are intended as an aid in following lectures and for review in conjunction with your own notes; however they are not intended to be a complete textbook. If you spot any inaccuracy, kindly report it by completing this form and dispatching it to the following address, so that we can take the necessary action to rectify the matter. Harvard Technology Middle East P. O. Box 26608 Abu Dhabi, U.A.E. Tel: +971 2 627 7881 Fax: +971 2 627 7883 Email: [email protected] Address: Email: Course Title: ee Course Date: Course Location: | ——————— Description of inaccuracy:Disclaimer The information contained in these course notes has been complied from various sources and is believed to be reliable and to represent the best current knowledge and opinion relative to the subject. Harvard Technology offers no warranty, guarantee, or representation as to it's absolute correctness or sufficiency. Harvard Technology has no responsibility in connection therewith; nor should it be assumed that all acceptable safety and regulatory measures are contained herein, or that other or additional information may be required under particular or exceptional circumstances.Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Table of Contents API 510 Code, RP’S 576 & Chapter I ASME Section VIII Div. 1 ASME Section IX Advanced Material Practice Exams API 510 Pre - Course StudiesHarvard Technology Middle East COURSE OVERVIEW IE100 API 510: Pressure Vessel Inspection Code Pressure Vessel Maintenance, Inspection, Rating, Repair & Alteration (API Exam Preparation Training) API 510; Pressure Vessel Inspection Code: Pressure Vessel Maintenance, Inspection, Rating, Repair and Alteration (API Exam Preparation) Course Date/ Venue April 03-14, 2004 / Palm 9 , Fairmont Hotel, Dubai, UAE. Course Reference 1E100 Course Duration 10 days (80 hours as per API recommendations) Course Objectives This course is designed to train individuals who are interested in obtaining the API 510 Pressure Vessel Inspector Certification, as.well as those who are seeking a better understanding of ASME Section Vill and IX code requirements. Included with the course is a pre-study guide and student classroom workbook, The student receives instruction regarding how to take the test, as well as insight into the intricacies of "real world" situations. Daily tests are designed to gauge students’ proficiency and understanding of the material. Topics include: «Head and Shell Calculations Hydrostatic Test Pressure Calculations Reinforcement Calculations Shell External Pressure Calculations Impact Test Requirements and Determination Development and Review of Welding Documentation NDE Requirements Who Should Attend The course is intended for Inspection Engineers who are seeking API-510 cettification. Other engineers, managers or technical staffs who are dealing with Pressure Vessel will also benefit. Course Certificate Harvard Technology certificate will be issued to all attendees. Course Fee US $ 3,750 per Delegate. This rate includes Participant's Pack (Folder, Manual, Hand-outs, etc.), buffet lunch, coffee/tea on arrival, morning & afternoon of each day. (iE100_- Page 1 of 7 P.O. Bor: 26608, Abu Dhabi, United Arab Emirates, Tel +877-2-6077881, Fax: +971-2-6277863 [email protected] hifpy/waw.harvard.16Accommodation Kecommodation is not included in course fees. However, any accommodation required can be arranged by Harvard Technology at the time of booking, Required Codes & Standards Listed below are the effective editions of the publications required for the current Vessel inspector Certification Examination. Each student must have these documents available for use during the class. = APL Standard 810, Pressure Vessel Inspection Code: Maintenance Inspection, Rating, Repair and Alteration, Eighth Edition, June, 1997; including Addendum 1 (December, 1998), Addendum 2 (December, 2000) and Addendum 3 (December, 2001). Global Engineering Product Gode API CERT 510 « API Racermmended Practice 672, Inspection of Pressure Vessels, Second Edition, February, 2001. Global Engineering Product Code API CERT 572 «APL Recommended Practice §76, Inspection of Pressure-Relieving Devices, Second Edition (December 2000). Global Engineering Product Code AP! CERT 576 = Guide fer Inspection of Refinery Equipment, Chapter 2, Global Engineering Product Code API CERT GUIDE IRE CH2 *NOTE: This publication is a reference document intended only for Inspector Certification applicants. To obtain a copy please inform the person taking your order that you require this publicetion for the API 510 Inspector Certification exam. © American Society of Mechanical Engineers (ASME}, Boiler and Pressure Vossel Code, 2001 edition. i ASME Section WD, External Pressure Graphs only. ASME Seetion V, Nondestructive Examination, Articles 1, 2, 5, 8 and 7 iii. ASME Section VIU, Rules for Construction of Pressure Vessels, Division 1, UG, UW, UCS, UHT, Appendices 1-4, 6, 8 and 12. iv. ASME Section IX, Welding and Brazing Qualifications Global Engineering Product Code for the ASME package is API CERT ASME 510. Package includes only the above excerpts necessary for the exam. Future addenda will not be provided. ‘API and ASME publications may be ordered through Global Engineering Documents at 303 792-2481 or 800-854-7179. Product codes are listed above. API members are eligible for a 50% discount on all API documents, other exam candidates are eligible for a 20% discount on all API documents. No discounts will be made for ASME documents. When calling to order please identify yourself as an exam candidate, For complete sets of ASME documents including future addenda please contact ASME's publications department at 1-800-843-2763. In Canada, ASME publications ere available through Power Engineering Books, Ltd. at 1-800-687-3155 or 780-458-3155, Note: AP|and ASME publications are copyrighted material. Photocopies of publications are not permitted at the exam, CD-ROM versions of the API documents are issued quarterly by Information Handling Services, Be sure to check your CD-ROM against the editions noted on this sheet. E100 = Page 207 7Course Faculty Mr, Oran T. Lewis, P.E. (Texas, USA) is an Adjunct Instructor with over twenty years experience in the design, erection, maintenance, inspection, fabrication, modification and repair of pressure equipment, as well as presenting educational courses for piping inspection, welding, weld inspection, and pressure equipment inspection Mr. Lewis has a Bsc degree and he is a qualified American National Board Trainer and an NDE Trainer. Further, he is a AWS Certified Welding Inspector, API Certified Pressure Vessel Inspector, API Certified Piping Inspector, a member of the National Board of Boiler and Pressure Vessel Inspectors Commission and a Boiler and Pressure Vessel Inspector - State of Texas. Course Program Day1: Saturday 3” of April 2004 0730-0800 _| Registration & Coffee 0800-0810 _ | Welcome & Introduction 0810-1000 _| Joint Efficiencies = UW-3 Weld Categories = UW-51 RT Examination of Welded Joints + _UW-52Spot Examination of Welded Joints 1000-7015 | Break 1015-1230 __| Joint Hificiencies (continued) = UW-11 RT and UT Examinations + UW-12 Maximum Allowable Joint Efficiencies + Exercises UW 3, 11 and 12 7230-1330 __| Lunch 1330-1515 | Postweld Heat Treatment + _UW-40 Procedures for Postweld Heat Treatment 1515 -1530_| Break 1530-1700 | Postweld Heat Treatment (continued) + _UCS-56 Requirements for Postweld Heat Treatment 1700 End of Day One Day2: Sunday 4” of April 2004 0730-0830 _| Review of Day1 (0830-1000 __| Vessels Under Internal Pressure + UG-27 Thickness of Shells Under Internal Pressure + _UG-32 Formulas and Rules for Using Formed Heads 1000-1015 __| Break 1015-1230 _ | Vessels Under Internal Pressure (continued) + UG-34 Unstayed Flat Heads and Covers (Circular) + Exercises UG s-27-32-34 1230-1330 _| Lunch 1330-1515 _ | Cylinder under External Pressure + _UG-28 Thickness of Shells and Tubes (External Pressure) i100 = Page 30f 71515 - 1530 Break 1530-1700 | Cylinder under External Pressure (continued) » Exercise UG-28103 1700 End of Day Two Day3: Monday 5" of April 2004 0730-0930 __| Review of Day 1&2 0930-0945 _| Break 0945-1250 | Pressure Testing = UG-20 Design Temperature = UG-22 Loading + UG25 Corrosion * UG-98 Maximum Allowable Working Pressure = UG-99 Hydrostatic Test Pressure and Procedure * UG-100 Pneumatic Test Pressure and Procedure = __UG-102 Test Gages 1230-7330 [Lunch 1330-1515 | Pressure Testing (continued) +__Exercises UG s 99-100-102 1515-1530 _| Break 1530-1730 | Minimum Requirements for Attachment Welds at Openings * UW-16 Weld Size Determination «Exercise UW-16 1730 End of Day Three Day 4: Tuesday 6" of April 2004 (0730-0830 _| Review of Day 3 (0830-1000 | Reinforcement for Openings in Shells and Heads = UG-36 Openings in Vessels + _UG-37 Reinforcement of Openings 1000-1015 | Break 1015-1230 _ | Reinforcement for Openings in Shells and Heads (continued) "= UG-40 Limits of Reinforcement = UG-41 Requirements for Strength of Reinforcement + _UG-42 Reinforcement of Multiple Openings 1230-1330 __| Lunch 1330-1515 | Reinforcement for Openings in Shells and Heads (continued) + Exercises UG s 40-41-42-45 7515-1530_| Break [530-1700 | Reinforcement for Openings in Shells and Heads (continued) + _ Exercise Reinforcement for Openings in Shells and Heads 1700 End of Day Four 1100 - Page 4 of 7Day 5: Wednesday 7" of April 2004 0730 - 0830 Review of Day 4 (0830 - 1000 Minimum Design Metal Temperature & Exemptions From Impact Testing = UG-84 Charpy Impact Test Requirements + Exercise UG-84 + UCS-66 Materials 1000-1015, Break 1015 - 1230 Minimum Design Metal Temperature & Exemptions From Impact Testing (continued) + UCS-67 Impact Testing of Welding Procedures = UCS-68 Design + Exercises UG 20 -UCS 66 ~ 67 1230 - 1330 Lunch 1330 - 1515 Practical Knowledge *UG-77 Material Identification + UG-93 Inspection of Materials + _UG-116 Name Plate Markings 1515 - 1530 Break 1530 - 1700 Practical Knowledge (continued) + UG-119 Name Plates, + _UG-10 Data Reports 1700 End of Day Five Day 6: Saturday 10" of April 2004 0730-0830 __[ Review of Day 5 (0830-1000 _ | Welding on Pressure Vessels (Section IX Overview) + Article I General Requirements + _ Article I’ Welding Procedure Qualifications 1000-1015 __| Break 1015-1230 | Welding on Pressure Vessels (Section IX Overview) ... (continued) «Article III Welding Performance Qualifications + _ Article IV Welding Data 1230-1330_| Canch 1330-1515 | Welding Documentation Review + Welding Procedure Specification (WPS) + _ Procedure Qualification Record (POR) 1515 - 1530 | Break 1530-1700 _ | Welding Documentation Review (continued) = _ Practice WPS/POR reviews 1700 End of Day Six 16100 = Page 507 7Day7: Sunday 11" of April 2004 0730-0930__| Review of Day5 & 6 0930-0945 | Break ‘0945-1230 | Advanced Material Example Problems Static Head of Water * Corrosion Calculations + Cylinders under Internal Pressure «Heads under Internal Pressure = Charpy Impact Test Evaluation WPS/PQR + Quiz Static Head Pressure 1230-1330 _[ Lunch 1330-1515 | Advanced Exercise Problems = Internal Pressure Shell Calculations +» _ Internal Pressure Head Calculations 1515-1530 _| Break 1530-1700 | Advanced Exercise Problems (continued) = Solutions for Advanced Exercises 1700 End of Day Seven Day 8: Monday 12" of April 2004 0730-0830 __| Review of Day 7 (0830-1000 | API 510 Corrosion Rates and Inspection Intervals Scope MAWP Determination Inspection Interval Corrosion Rate and Remaining Life Long and Short Term Corrosion Rates Quiz #1 1000-1015 | Break 1015-1230 | API576 Pressure Relieving Devices = Scope = Types of pressure relieving devices = Quiz #2 = Quiz#3 API572 Inspection of Pressure Vessels = Scope Reasons for Inspection Causes of Deterioration Methods of Repairs Inspection Records and Reports 1230-1330 | Lunch E100 - Page 6 oF 71380-1515 | API572 Inspection of Pressure Vessels (continued) = Quiz #4 = Quiz#5 "Quiz #6 * Quiz#7 + Quiz#s IRE Chapter 2 1515 -1530_| Break 1530-1730 | IRE Chapter 2 (continued) Coverage from the API 510 Body of Knowledge + Quiz #9 1730 End of Day Fight Day 9: Tuesday 13" of April 2004 0730-0930 | Review of all course materials 0730-1000 __| Administer first half of 150 question API 510 practice examination A. 1000-1015 _ | Break 1015-1230 | Administer first half of 150 question API 510 practice examination A (continued) 1230-1330 | Lunch 1330-1515 | Administer first half of 150 question API 510 practice examination A (continued) 1515 -1530__| Break 1530-1730 | Administer first half of 150 question API 510 practice examination A (continued) 1730. End of Nine Day 10 Wednesday 14” of April 2004 0730-0830 __| Review of the first half of the API510 practice examination A. (0830-1000 | Administer 2»! half of 150 question API 510 practice examination A. 1000-1015 | Break 1015-1230__| Administer 2-4 half of 150 question API510 practice examination A. 1230-1330 | Lunch 1330-1530 | Administer 2-4 half of 150 question API 510 practice examination A. 1530-1545 _ | Break 1545-1645 | Review of the second half of API510 practice examination. 1645-1730 _ | Pass out API5I0 practice examinations B and C with solutions. Closing comments Presentation of Certificates 1730 End of course Course Coordinator Ms. Yana Spichak, Tel: +971-2-6277881, Fax: +971-2-6277883, Email: [email protected] Tor 7 1100INTRODUCTION TEXTBOOK ‘The textbook table of contents follows the AP! 510 Body of Knowledge that was in effect at the time of its writing, Each area can be studied as a stand alone Modules for those who do not intend to set for the API 510 exam, but want to obtain a better understanding on a given Code subject. ‘The process found to most effective for general use is to study each subject of interest and complete the quizzes at the end of those Modules, As regards calculations, after mastering the given ‘material, refer to the Advanced Material section to increase the depth of understanding. The Advanced Material covers the calculations required for some actual circumstances that might be encountered in the field. Effective Publications for this Revision: Intended for the June 2004 Exam API 510 Eighth Ed. June, 1997 with Addendums.1 (Dec. 98) & 2 (Dec. 2000) & 3 (Dec.2001) API RP 572 Second Edition Feb. 2001 API RP 576 Second Edition (Dec. 2000) API Guide to Inspection of Refinery Equipment Chapter 2 ASME Section VIll Div.1. 2000 Edition with 02 addenda ASME Section IX 2000 Edition with 02 addenda ASME Section V 2000 Edition with 02 addenda‘API 510 MODULES Table of Contents SECTION 1 - API CODES AND RECOMMENDED PRACTICES API510 Corrosion Rates and Inspection Intervals Scope 5 MAWP Determination 6 Inspection Interval 9 Corrosion Rate and Remaining Life 15 Long and Short Term Corrosion Rates 15 Quiz #1 7 APL 576 Pressure Relieving Devices Scope 1B ‘Types of pressure relieving devices 18 Quiz #2 21 Quiz #3 2 API S72 Inspection of Pressure Vessels Scope 23 Reasons for Inspection 4 Causes of Deterioration 4 Methods of Repairs 30 Inspection Records and Repoxts 30 Quiz#4 3 Quiz#5 2 Quiz #6 3 Quiz#7 34 Quiz #8 35 IRE Chapter 2 Coverage from the API 510 Body OF Knowledge 36 Quiz #9 39 2 11/03 REV 12SECTION 2 - ASME Section VIII Div. 1 Joint Efficiencies UW-3 Weld Categories 4 UW-S1 RT Examination of Welded Joints 4B UW-52 Spot Examination of Welded Joints ot) UW-11 RT and UT Examinations 51 UW-12 Maximum Allowable Joint Efficiencies 58 Exercises UW 5-3-11-12 41, 57,76 Postweld Heat Treatment UW-40 Procedures for Postweld Heat Treatment B ‘UCS-S6 Requirements for Postweld Heat Treatment B Vessels under Internal Pressure UG-27 Thickness of Shells Under Internal Pressure 80 ‘UG-32 Formulas and Rules for Using Formed Heads 91 UG-34 Unstayed Flat Heads and Covers (Circular) 96 Exercises UG 5-27-32-34 90, 95, 100 Cylinder under External Pressure UG-28 Thickness of Shells and Tubes (Extemal Pressure) 101 Exercise UG-28 103 Pressure Testing UG-20 Design Temperature 106 UG-22 Loading 107 UG-25 Corrosion 107 ‘UG-98 Maximum Allowable Working Pressure 108 UG.99 Hydrostatic Test Pressure and Procedure 109 UG-100 Pneumatic Test Pressure and Procedure 2 UG-102 Test Gages 14 Exercises UG s 99-100-102 us ‘Minimum Requirements for Attachment Welds at Openings UW-16 Weld Size Determination us Exercise UW-16 120 Reinforcement for Openings in Shells and Heads UG-36 Openings in Vessels 121 UG-37 Reinforcement of Openings 122 UG-40 Limits of Reinforcement 122 UG-4I Recuirements for Strength of Reinforcement 122 UG-42 Reinforcement of Multiple Openings 123 Exercises UG s 40-41-42-45 125 Exercise Reinforcement for Openings in Shells and Heads 132 11/03 REV 124 Minimum Design Metal Temperature and Exemptions ‘From Impact Testing UG-84 Charpy Impact Test Requirements Exercise UG-84 UCS-66 Materials ‘UCS.-67 Impact Testing of Welding Procedures ‘UCS-68 Design Exercises UG 20 -UCS 66 ~ 67 Practical Knowledge UG-77 Material Identification UG.93 Inspection of Materials UG-116 Name Plate Markings UG-119 Name Plates UG-120 Data Reports SECTION 3 - ASME Section IX 133 134 135 135 135 139 140 Mi 142 143, 144 ‘Welding on Pressure Vessels (Section IX Overview) Article I General Requirements Article II Welding Procedure Qualifications Article II] Welding Performance Qualifications Article IV Welding Data ‘Welding Documentation Review ‘Welding Procedure Specification (WPS) Procedure Qualification Record (PQR) Practice WPS/PQR reviews 145 146 147 148 149 152 154 SECTION 4- Advanced Material Example Problems Static Head of Water Corrosion Cylinders under Internal Pressure Heads under Internal Pressure ‘Charpy Impact Test Evaluation WPS/PQR Quiz Static Head Pressure Advanced Exercise Problems Internal Pressure Stell Calculations Internal Pressure Head Calculations Solutions for Advanced Exercises Appendix, ‘Solutions to Text Modules Exercises 11/03 REV 12 168, 181 187 189 193, 179 195 196 197 203Section 1 API 510 Code, RP’S 576 & Chapter IIAPI 510 MODULES PRESSURE VESSEL INSPECTION CODE Overview Section 1 General Scope: ‘The API 510 applies to pressure vessels in the petrochemical and refining industries after they have entered service. The ASME Code applies to the new construction of vessels. While it applies oaly to new ‘construction itis often the Code to which a vessel is repaired. There are other construction Codes to which ‘a vessel can be constructed, for instance the Department of Transportation (DOT) provides rules for the construction of and shipping of compressed gas cylinders, The Code for the construction of storage tanks is API 653 and so forth. ‘The API 510 exempts certain vessels such as: a, Vessels on moveable structures tank cars, eto. b. All vessels exempted by Section VIII DIV. 1 of the ASME Code c. Vessels that do not exceed a given volume or pressure. 4. Section 8 Alternative Rules for Natural Resource Vessels. Section 2 References: A listing of the standards, codes, and specifications cited in API 510, Section 3 Definitions: In this section the terms used in the API 510 Code are defined such as Alteration, ASME Code, API Authorized Inspector, Construction Code, Maximum Allowable Working Pressure, Minimum Allowable Shell Thickness and On-Stream Inspections just to mention a few. Study this section carefully as many questions on the Exam often come from here. Section 4 ‘Owner-User Inspection Organization . ‘This section lists in detail the responsibilities of the owner-user as regards the following: 1. Responsible for control of the pressure vessel inspection program. 2, Responsible for the function of an authorized inspection agency, in accordance with API 510 3. Responsible for activities relating to the maintenance, inspection, rating, repair, and alteration of these pressure vessels, Also listed are the educational and experience requirements for Authorized Pressure Vessel Inspectors end the detailed listing of a required quality assurance inspection manval. API Authorized Pressure Vessel Inspector Responsibilities are listed in 4.4, ‘Multiple questions over areas of responsibility arc frequently included on the examination, A fair amount of study on these issues is highly recommended. 11/03 REV 12 5Section 5 Inspection Practices Preparatory Work: Often questions are asked about what must be done before entry into a vessel. This will include isolation, draining, cleaning, purging and gas testing also the waming of personnel in the area, both inside and outside the vessel, checking of safety equipment is necessary as well as inspection tools, ‘Modes of Deterioration and Failure: ‘Some of the listed modes of deterioration are fatigue, creep, brittle facture, general corrosion, stress corrosion cracking, hydrogen attack, carburization, graphitization, and erosion. A general question may be asked such as; list six modes of deterioration or a more specific question such as; what is creep dependent upon. Corrosion-Rate Determination: One important aspect of vessel maintenance and operation is the determination of how Stequently a vessel needs to be inspected. This can be largely driven by the rate at which a vessel is corroding. There are three methods recognized by API 510 for this determination. a. A corrosion rate may be calculated from data collected by the owner/user on vessel providing, the same or similar service. 'b. Corrosion rate may be estimated from published data or from the owner user's experience, . After 1,000 hours of service using corrosion tabs or, on-stream NDE measurements. Ifthe estimated rates are in error they must be adjusted to determine the next inspection date. Maximum Allowable Working Pressure Determination: ‘The continued use ofa pressure vessel must be based on calculations using the current edition of the ASME. Code or the edition the vessel was constructed to. A vessel's MAWP may not be raised unless a full erating has been performed in accordance with section 5.3, In corrosive service the wall thickness used in the calculations must be the actual thickness as determined by the inspection, but must not be thicker than original thickness on the vessel's original material test report or Manufacturer's Data Report minus twice the estimated corrosion loss before the next inspection. ‘Example: Determine the MAWP of a vessel's top shell course that has thinned to a remaining thickness of 0.256" and has a corroded radius of 24.123”. The materials strength is 15,000 psi and the joint efficiency to bbe used in the calculation is 1.0. The corrosion rate has been calculated to be 0.0019” or 1.9 mails per year. ‘The next inspection is planned for three years from today’s date. Givens: t =0.256“. 0.0114" (minus twice the estimated corrosion loss) = 0.2446" Pe? $= 15,000 psi E=10 R= 24.123" Corrosion rate = 0.0019"/yr x 2 x 3 years = 0114” 15,000x1.0:x0.2446 “74.123 + (0.6%0.2446) 181.175 psi 6 1103 REV 12Defect Inspection: Careful visual exatnination is the most important and most universally accepted method of inspection. Other methods that may be used to supplement visual inspection are magnetic particle, ultrasonic, eddy current, radiographic, penctrant and hammer testing (when the vessel is not under pressure). Vessels shall bbe checked visually for distortion, Internal surfaces should be prepered by an acceptable method of cleaning, there is no hard and fast rule for cleaning. External surfaces may require the removal of parts of the insulation in an area of suspected problems or to check the effectiveness of the insulating system. Sometimes deposits inside a vessel act to protect its metal from attack. It can be necessary to clean selected areas down to bare metal to inspect those areas if problems are suspected from past experience or if some indication of a problem is present. 1103 REV 12, 1Inspection of Parts: a, The surfices of shells and heads should be checked for cracks, blistering, bulges, or other signs of deterioration. With particular attention paid to knuckle regions of heads and support attachments. b, Inspect welded joints and their heat -affected zones for cracks or other defects. Rivets in vessels shall be inspected for general corrosion, shank corrosion. If shank corrosion is suspected hammer testing or angle radiography can be used. c, Examine sealing surfaces of man ways, nozzles and other openings for distortion, cracks and other defects. Pay close attention to the welding used to make these attachments. Corrosion and Minimum Thickness Evaluation: Corrosion occurs in two ways, general (a fairly uniform wasting away of a surface area) or pitting (the surface may have isolated or numerous pits, or may have a washboard like appearance in severe cascs), Uniform wasting may be difficult to detect visually and ultrasonic thickness measurements are normally done for that reason. A pit may be deeper than it appears and should be investigated thoroughly to determine its depth. The minimum actual thickness and maximum corrosion rate may be adjusted at any inspection for any part of a vessel. When there is a doubt about the extent of corrosion the following should be considered for adjusting the corrosion rates. a, Nondestructive examination such ultrasonic or radiography. If after these exeminations considerable uncertainty stil exists the drilling of test holes may be required. b, Ifsuitsble openings exist readings may be taken through them. . The depth of corrosion can be gauged from un-corroded surfaces adjacent to the area of interest. 4. For an area of considerable size where circumferential stress governs the least thickness along the most ctitical element of the area may be averaged over a length not exceeding the following: 1. For vessels with an inside diameter of 60 inches or less one-half the vessel diameter or 20 inches whichever is less. 2. For vessels with an inside diameter greater than 60 inches one third the vessel diameter ‘or 40 inches whichever is less. e. Widely scattered pits may be ignored if the following are true: 1..No pitis greater than half the vessel wall thickness without adding corrosion allowance into the wall thickness. 2. The total area of the pits does not exceed 7 square inches. in any 8 inch diameter circle. 3. The sum of their dimensions along any straight line with in the circle does not exceed 2 inches. £ As an alterative to the above the thinning components may be evaluated using the mules of Section VII Division 2 Appendix 4 of the ASME Code. If this approach is used consulting with a engineer ‘experienced in pressure vessel design ts required. g. When corrosion is located at a weld with a joint efficiency less than 1.0 and also in the area adjacent fo the weld special consideration must be given to the calculations for minimum thickness, Two sets of calculations must be performed to determine the maximum allowable working pressure, one for the weld using its joint efficiency and one for the remote area using 1.0 equals E. For purposes of these calculations the surface at the weld includes one (1) inch on either side of the weld or twice the minimum thickness whichever is greater. 8 1103 REV 121h, When measuring an ellipsoidal or torispherical head the governing thickness may be as follows: 1. The thickness of the knuckle region with the head rating calculated using the appropriate head formula. 2. The thickness of the central portion of the dished region, in which case the dished region may be considered a spherical segment whose allowable pressure is calculated using the Code formula for spherical shells. ‘The spherical segment of both ellipsoidal and torispherical heads shall be considered to be in an area located entirely in with a circle whose center coincides with the center of the head and whose diameter is, cequtl to 80 percent of the shell diameter. The radius of the dish of torispherical heads is to be used as the radius of the spherical segment. The radius of the spherical segment of ellipsoidal heads shall be considered to be the equivalent spherical radius XD, where D is the shell diameter (equal to the major axis) and Ky is as given in Table 1. Section 6 Inspection and Testing of Pressure Vessels ‘And Pressure-Relieving Devices General: Section 6 requires that pressure vessels be inspected at the time of installation unless 2 Manufacturer's Data Report is available. Further all pressure vessels must be inspected at frequencies provided in Section 4, ‘These inspections may be internal or external and may require any number of nondestructive techniques. ‘The inspection may be made while the vessel is in operation as long as all the necessary information can be provided using that method. Risk-Based Inspection: Risk based inspection includes the assessment of the likelihood of failure along with consequences of feilure. When chosen, RBI must be assessed using a systematic evaluation of all forms of degradation thet could be reasonably be expected to affect a vessel in any particular service. After « complete and well- documented assessment the results can be used to formulate an appropriate vessel inspection plan. External Inspection: ‘The frequency for the extemal inspection of above the ground vessels shall be every 5 years or at the seme interval as the internal or on-stream inspection, whichever is less. This inspection should be performed ‘when the vessel is in service if possible. ‘Things to be checked shall include but are not limited to the following: a. Exterior insulation '. Supports «. Allowance for expansion . General alignment e. Signs of leakage Buried vessels shall be monitored to determine their surrounding environmental condition. The frequency of inspection must be based on corrosion rate information obtained on surrounding piping or vesseis in similer service. ‘Vessels known to have a remaining life in excess of 10 years or have a very tight insulation systems against extemal corrosion do not need to have the insulation removed for inspection however the insulation should be inspected for its condition at least every 5 years. 11/03 REV 12 9Internal and On-Stream Inspection Intervals: ‘The period between intemal or on-stream inspections shall not exceed 10 years or one-half the estimated remaining corrosion-rate life whichever is less. In cases where the remaining safe operating life is estimated at less than 4 years the inspection may be the full remaining safe operating lift up to a maximum of 2 years. Intemal inspection is the preferred method On Stream may be substituted if all of the following are trie. When the corrosion rate is known to be less than 0,005 inch pet year and the estimated remaining life is ‘greater than 10 years internal inspection of the vessel is unnecessary as long as the vessel remains in the same service, complete external inspections are performed and all of the following are true: ‘The non-corrosive character of the contents has been proven over a five-year period. Nothing serious is found during the extemals. The operating temperature of the vessel does not exceed the lower temperature limits for the creep-rupture range of the vessel metal. The vessel cannot be subject to accidental exposure to corrosives. Size and configuration make internal inspection impossible. The vessel is not subject to cracking or hydrogen damage. The vessel is not plate-lined or strip-lined. Pressure Test: ‘Whenever a pressure test becomes necessary they are to be conducted in a manner in accordance with the vessel's construction Code, The following concems should be addressed when pressure testing a vessel. a. The test temperature should be at least 30 OF, above the minimum design metal temperature for vessels greater than 2 inches thick and 10 OF for vessels 2 inches in thickness or ess, but not ‘greater than 120°F. bb Preumatic tests are permitted when hydrostatic testing is not possible. ‘The safety precautions of the ASME Code shall be used. c. When the test pressure will exceed the set pressure of the lowest relief device, these devices shall be protected by blinding, removal, or clamping (gags). Pressure-Relieving Devices: ‘One of the major concems for pressure relief devices is their repair. Pressure relief devices must be repaired by qualified organizations having a fully documented writtea quality control system and repair ‘raining program for repair personnel. No hard and fast rule is given for the testing of relief devices the interval between tests is dependent on the service conditions of the device. There are minimum of 15 items that should be addressed in the written quality control documentation. Such as « Title page, Revision log, Contents Page, Statement of Authority, Organizational Chart, etc. Records: Pressure vessel owners and users must maintain permanent and progressive records on their pressure vessels. Items that should be included are Manufacturer's Data Reports, vessel identification numbers, RV information, results of inspection and any repairs or alterations performed. 10 11/03 REV 12Section 7 Repairs, Alterations and Rerating of Pressure Vessels General: Section 5 covers repairs and alterations to pressure vessels by welding and the requirements that must be ‘met when performing such work. These repairs and alterations must be performed to the edition of the ASME Code that the vessel was built to. Authorization: Prior to starting any repairs or alterations the approval of the API 510 Inspector and in some cases an engineer experienced in pressure vessels must be obtained. The API 510 Inspector may give prior general approvel to any routine repairs ifthe Inspector has satisfied himself thatthe repairs will not require pressure tests. Approval: The API Inspector must approve all repairs after inspection and after witnessing any required pressure tests. Defect Repairs: No crack may be repaired without prior approval of the API Inspector. If such repairs are required ina weld or plate they may be performed using a U- or V-shaped grove to the full depth end length of the crack, The Ucr Vis then filled with weld metal. Ifthe repair will be to an area thet is subject to serious stress concentrations an engineer experienced in pressure vessel must be consulted. Corroded areas may be built up after proper removal of surface imegularities. All welding for repairs must comply with Section 5.2 of this Code. The amount of NDE and inspection shall be included in the repair procedure, Welding: All repair and alteration welding must be in accordance with the epplicable requirements of the ASME Code, except as permitted in 7.2.11. Procedure and Qualifications: ‘The repair organizations must use qualified welders and welding procedures in accordance with applicable requirements of Section IX of the ASME Code. Qualification Records: Qualification Records must be maintsined for all welding operations and must be available for review by the API Inspector prior to all welding operations. Prehest or controlled deposition welding methods as alternatives to PWHT. Preheat and controlled deposition welding, as described in 7.2.3.1 and 7.2.3.2 may be used in licu of PWHT where PWHT is inadvisable or mechanically unnecessary. Prior to using any alternative method, a metallurgical review conducted by a pressure vessel engineer shall be performed to assess whether the proposed alternative is suitable for the application. The review should consider factors such as the reason for the original PWHT of the equipment, susceptibility of the service to promote stress corrosion cracking, stresses in the location of the weld, susceptibility to high temperature hydrogen attack, to creep ett. Selection of the welding method used shall be based on the rules of the construction code applicable to the work planed. Vessels constructed of steels other than those listed 7.2.3.1 and 7.2.3.2 shall that initially required PWHT shall be post weld heat treated if alterations or repairs involving pressure boundary welds are performed. When on of the following methods is used as an alternative to PWHT, the PWET joint efficiency factor may be continued if the factor has been used in the currently rated design. 1103 REV 12 nw7.2.3.1 Controlled method (Notch toughness not required) ‘This is a brief overview, please refer to the API 510 Code for a complete listing of requirements. a. Noteh toughness testing is not required when this welding method is used. b. The materials shall be limited to P-No. 1, Group 1, 2, and 3, and to P-No, 3, Group i and 2 (excluding Man-Mo steels in Group 2) ¢. The welding shall be limited to the shielded-metal-arc welding (SMAW), gas-metal-ere welding (GMAW), and gas tungsten-are welding (GTAW) processes. 4. The weld area shall be preheated and maintained at a minimum temperature of 300°F (150°C) during welding. The 300°F (150°C) temperature should be checked to assure that 4 in, (10 mm) ofthe material or four times the material thickness (Whichever is greater) on each side of the groove is msintained at the ‘minimum temperature during welding, The maximum interpass temperature shall not exceed 600°F (3 15°C), When the weld does not penetrate througi the full thickness ofthe material, the minimum preheat ‘and maximum interpass temperatures need only be maintained at a distance of 4 in. (10 mam) ot four times the depth of the repair weld, whichever is greater on each side of the joint 7.2.3.2 Controlled method (Noteh toughness required) ‘This is a brief overview, please Refer to API 510 Code for a complete listing of requirements. a. Noich toughness testing, such as that established by ASME Code Section VI11 Division 1, parts UG-84 and UCS-66, is necessary when impact tests are required by the original code of constructioa or the construction code applicable to the work planned. 'b, The materials shall be limited to P-No. 1, P-No. 3, and P-No. 4 steels. c. The welding shal! be limited to the shielded-metal-are welding (SMAW), gas-metal-arc welding (GMAW), and gas tungsten-arc welding (GTAW) processes. 4, A weld procedure specification shall be developed and qualified for each application. The welding procedure shall define the preheat temperature and interpass temperature and include the post heating requirement of (1) below. The qualification thickness for the test plates and repair grooves shall be ia accordance with Teble 7-1. 12 11/03 REV 12Local Postweld Heat Treatment: ‘The API 510 Code permits postweld heat treatment to be applied locally; this means that the entire vessel circumference may not be required to be included in the heat treatment. Just as in the alternative to postweld heat treatment above, consideration to applying this local treatment must be made with regards to service. It does not apply to all situations the following four steps must be applied prior to using this type of beat treatment. 2, A qualified engineer must review the application, b. Suitability of this type of procedure is reviewed and consideration is given to such things as base metal thickness, hardness, and thermal gradients, ©. A preheat of 300 OF or higher is maintained during welding, 6. The distance inchided in postweld heat treatment temperature on each side of the welded area shall be not less than two times the base metal thickness as measured from the weld. At least two thermocouples must be used, The shape and size of the area will determine the size of the thermocouples required. Heat must be epplied to eny nozzle or any attachment within the local post weld heat treatment Repairs to Stainless Steel Weld Overlay and Cladding: Prior to the repair or replacement of corroded or missing clad material a repair procedure and must written, some of the concerns that must be addressed are as follows; out gassing of the base metals, hardening of the base metal during repairs, preheating and interpass temperatures and postweld heat treatment. Design: ‘The design of welded joints included in the API 510 is in compliance with those of the appropriate code. Al butt joints shall be full penetration and must have complete fusion, Fillet weld patches may be allowed as temporary repairs and can be applied to the inside or outside of vessels but require special considerations, The jurisdiction where the vessel is operating may for instance probibit their use, Patches to the overlay in vesseis must have rounded corners; this also true of flush (insert) patches. ‘Material: All materials for repairs must conform to the ASME Code. Carbon or alloy steels with a carbon content ‘which exceeds 0.35 percent may not be used in welded construction, Inspection: ‘The acceptance of welded repairs or alterations should include NDE that isin agrecmnt with the ASME Codes that apply. If the ASME Code methods are not possible or practical, alternative NDE may be used. Testing: After repairs a pressure test must be applied if the API Inspector believes one is needed. Normally pressure tests are required after an alteration. IFjurisdictional approval is required and it has been obtained NDE may be substituted for a pressure test. fan alteration has been performed a pressure vessel engineer must be consulted prior to using NDE in place of pressure test. 11/03 REV 12 2BFiller Metal In general the filler metal used in repairs must have a specified minimum tensile strength equal to or exceeding that of the base material. The following shall also be met. a, The repair thickness shall not be more than 5O percent of the required base metal thickness, excluding corrosion allowance, b. The thickness of the repair weld shall be increased by a ratio of minimum specified tensile strength of the base metal and minimum specified tensile of the filler metal used for the repair. «. The increased thickness of the repair shall have rounded comers and shall be blended into the base metal using @ 3-to-I taper. 4. The repair shell be made with a minimum of two passes Rerating: erating a pressure vessel by changing its temperature ratings or its maximum allowable working pressure may be done only after meeting the requirements of API 510 given in this section, Calculations, compliance to the current construction code, current inspection records indicating fitness, pressure testing at some time for the proposed rerating and approval by the API Inspector are required. ‘The rerating is only complete when the Inspector bas overseen the attachment of an additional nameplate with the required information given in this section. 14 1103 REV 12API 510 MODULES API 510 Corrosion Rate And Remaining Life Determination 6.4 ‘The long term (L.T.) corrosion rate shall be calculated from the following formula: tinital-t actual time (years)between t inital and tactual Corrosion rate (L.T) = ‘The short term (S.T.) corrosion rate shall be calculated from the following formula: tprevious-t actual time (years) between t previous and tactual Corrosion rate (8.1) = ‘initial = the thickness, in inches(millimeters), at the same location as t actual measured at the initial installation or at the commencement of a new corrosion rate environment, t previons = the thickness, , in inches(millimeters), at the same location as t actual measured during @ previous inspection. Long-term and short-term corrosion rates should be compared to as part of the data assessment. The ‘authorized inspector, in consultation with e corrosion specialist, shall elect the corrosion rate that best reflects the current process. Example: A vessel shell had a second set of ultrasonic thickness measurements after 1 year of service, the original baseline wall thickness was 0.500", and the second set revealed that the shell was now at 0.489”. Five years later a third set of wall readings were taken and the shell was measured to be 0.459”. ‘What value should be used in the Remaining Life calculations? Comparing short term to long term corrosion we find the following values. Normally the most ageressive will be used and in this case it will be the Long Term Corrosion Rate. 0.500-0.459 6 years La, 0.0068"/a year = 0-489-0.459 sa. S years -0.0060"/a year 11/03 REV 12 15‘The remaining life of the vessel shall be calculated from the following formula: Remaining ite (years) = {aetual= (required [inches (mil Where: t actual = the actual mininum thickness, in inches determined at the time of inspection for a given location or component. t required = the required thickness in inches at the same location or component as the t actual measurement ‘computed by the design formulas (e.g. , pressure and structural) before corrosion allowance and manufacturer's tolerance are added. ‘Example: Determine the Remaining life of the vessel shell course in the example above. The trequired thickness of the shell course is 0.388" (also known as t minimum). We compare the $.T. end L.T. corrosion rates as follows: ST. rate = 0.0060" a year L-T. rate = 0.0068" a year ‘Therefore we will use the most aggressive corrosion rate found to be the Long Term Rete, Rea err) = AS20328” 47.700 ‘What would be the maxinum length of time before the next inspection? ANS: ¥4 the Remaining Life or 10 years whichever is less. ‘Therefore: 17.79/2 = 8.895 years 16 11/03 REV 12API 510 Modules SECTIONS 1, 2, AND 3 Find the answers to these questions by using the stated API 510 paragraph at the end of the question. Quiz #l 1, What code covers maintenance inspection of petrochemical industry vessels?(1.1) 2, Define MAWP according to the API 510 Code.(3.9) 3. Define rerating.(3.17) 4, Which pressure vessels are exempt from API 510? (1.2.2) 5. Under what circumstances must an API 510 inspector re-certify? (App. B Paragraph B.5) 6. In terms of creep, what must be considered? (5.2) 7, What is the most valuable method of vessel inspection? (5.5) 8. Describe the correct way to clean a vessel for inspection. (5.5) 9. What metals might be subject to britle fracture even at ambient temperatures? (5.2) 10. Name five methods other than visual that might be used to inspect a vessel.(5.5) 11. When a new Code vessel is installed, musta frst internal inspection be performed? (6.1) 12. A vessel was last inspected internally in July of 1983. During that inspection it was determined to have 1 remaining life of 16 years, What is the latest date of the next internal inspection? (6.4) 1103 REV 12 7‘API 510 MODULES RP 576 INSPECTION OF PRESSURE RELIEVING DEVICES Overview Scope: ‘This recommended practice covers automatic pressure relieving devices commonly used in the petrochemical and oil refining industries, The recommendations found in RP 576 are not intended to replace and regulations that may exist in a jurisdiction. ‘Types of Pressure Relief Valves: ‘The three major types of pressure relief valves are the safety valve, relief valve and the safety relief valve, Pressure relief valves are classed based on their construction, operation and applications. Safety Valves A safety valve is spring-loaded device containing a seat and disk arrangement. It also has a part just above the disk referred to as a huddling charnber. When the static pressure beneath the disk has risen to 8 point where the force exerted on the disk begins to overcome the springs downward force the disk slowly opens. As this happens the pressure beneath the disk is exposed to the huddling chamber. The huddling chamber adds a much greater ares exposed to pressure than the disk alone. This results in a sudden rapi opening to the venting systems releasing the pressure to safe point at which time the valve will close. Safety valves have an open spring and usually have a lifting lever. Safety valves are used for steam boiler drums and superheaters. They mey also be used for general air and steam services. The discharge piping may contain vented drip pan elbow or a short piping stack vented to the etmosphere, ‘Safety valves are not fit for service in corrosive service, where vent-piping runs are long, in any back pressure service or any service where loss of the fuid cannot be tolerated. They should not be used pressure control or bypass valve and are not suited for liquid service. Relief Valve ‘A relief valve isa spring-loaded device that is intended for liquid service, This type of valve begins opening when the pressure beneath its seat and disk reaches the set pressure of the valve. The valve continues to open as the liquid pressure increases until itis fully open. The relief valve closes at a pressure lower then its set pressure for opening. Relief valves capacities are rated for an overpressure from 10% to 25% depending on their use. For instance a relief valve set at 100 psi might allow the system it is protecting to rise to an ultimate pressure of between 110 psi to 125 psi. This should be considered when choosing the relicf valve set pressure. These types of valves have closed bonnets and may or may not have lifting levers. Relief valves ere normally used for incompressible fluids. Relief valves are not intended for use with ‘steam, air, gas or vapor service. They should not be used in services piped to a closed header unless the effects of any constant or variable back pressure have been accounted for, They are also not fit for use as a pressure control or bypass valve. Safety Relief Valves A safety relief valve is a direct spring-loaded pressure relief valve that may be used as either safety or relief valve depending on the application. A safety relief valve is normally full open at 10% over pressure when in ‘gas or vapor service. When installed in liquid service, full lift will be achieved at approximately 10% or 25% overpressure, depending on trim type used in the valve, 18 1103 REV 12Conventional Safety Relief Valve A conventional SRV is a direct spring loaded pressure relief valve whose operational characteristics ( opening pressure, closing pressure , and relieving capacity) are directly affected by changes in the back pressure. A conventional has a bonnet that encloses the spring and forms a pressure-tight cavity. The bonnes cavity is vented to the discharge side of the valve. Conventional SRVs should not be used in services where any built up back pressure exceeds the allowable overpressure or where the CDTP cannot be reduced to account for the effects of variable back pressure. On ASME Section T steam boilers drums or ASME Section I superheaters, They should also not be used as pressure control or bypass valves. Balanced Safety Relief Valves ‘A balanced SRY is a direct spring-loaded pressure relief valve that incorporates a bellows or other means for minimizing the effect of back pressure on the operating characteristics of the valve. Whether it is pressure tight on its downstream depends on its design. Balenced SRVs are used in flammable, hot and/or toxic services where high back pressures are present at the valve discharge. Balanced SRVs are found in service for gas, vapor, steam, air or liquids. Balanced ‘SRV are also utilized in corrosive service to isolate and protect the spring, bonnet cavity and discharge side of the valve from process material. They are also used when the discharge must be piped to remote locations. They should not be used on ASME Section I steam boiler drums or superheaters 6r as pressure control/bypass valves. Pilot-Operated Safety Relief Valves A pilot operated safety relief valve (POSRV) is a pressure relief valve whose main relieving valve is controlled by a small spring loaded (self-actuated) pressure relief valve (pilot valve). Itis # control for the larger valve end may be mounted with the main valve or remote from the main valve. The ASME Code requires that the main valve be capable of operating at the set pressure and capacity even if the smaller fails. Pilot operated relief valves are used under conditions where any of the following are true; a large relief valve is required, low differential exists between the normal operating pressure and the set pressure of the valve, very short blown down (time between opening and closing) is required, back pressures on the outlet of the valve ate very high, process service where their use is economical, process conditions require sensing at a remote location. POSRYs are not suited for service with dirty, viscous (thick) fluids or fluids that might polymerize (harden) in the valve. Any of these conditions might plug the small openings of the pilot system. If the operating ‘temperatures might exceed the safe limit of the diaphragms or seals or ifthe operating fluids might chemically attack these soft parts of the valve. Pressure and/or Vacuum Vent Valves A pressure and/or vacuum vent valve (also known as a pressure and/or vacuum relief valve) is an automatic pressure or vacuumrelieving device actuated by pressure or vacuum in the protected equipment. These valves fall into three basic categories, weight loaded pallet vent, pilot operated vent valve, and spring ‘weight loaded vent valve. Pressure end/or vacuum vent valves are normally used to protect atmospheric and low-pressure storage tanks against large enough pressure to damage the tank. Single units composed of both pressure vent valves ‘nd vacuum vent valves are also known as conservation vent valves, and are normally used on atmospheric storage tanks containing materials with a flash point below 100 °F. However, they may also be used on tanks storing heavier oils. They are not normally used in epplications requiring a Set pressure greater than 15 Ibgin’. 113 REV 12 19Rupture Disk Device ‘The combination of a rupture disk holder and rupture disk is known as a rupture disk device. A rupture disk device is 2 non re-closing pressure relief device actuated by the static pressure differential pressure between the inlet and outlet of the device and designed to function by the bursting of @ rupture disk. ‘Rupture disks fall into the following basic design categories, Conventional (uses a pre-bulged solid metal disk designed to rupture when over pressured on its concave side), Scored Tension-Loaded (designed to open along pre-scored lines), Composite Rupture Disk ( is flat or domed metallic or nonmetallic multi-piece construction) Reverse-Acting (opposite of the conventional as it is designed to rupture on its convex side) and last the Graphite Rupture Disk (manufactured from graphite impregnated with a binder material and designed to burst by bending or shearing). Rupture disks devices are used to; Protect the upstream side of pressure relief valves against corrosion. Protect RVs from plugging or clogging by thick fluids or polymerization products. Instead of RVs when the protected system can tolerate process interruptions. In place of RVs when extremely fast response is required. ‘As a secondary pressure-relieving device when differential pressure between the operating pressure and : the rupture pressure is large, depending on the type of rupture disk selected. + Toprotect the downstream sides of pressure relief valves against downstream corrosion from header or atmospheric corrosion, Rupture disk devices are limited to; © Use where pre-bulged disks are placed in systems that operate at 65 to 85% of the disk’s predetermined rupture pressure, depending on the type of rupture disk. © Where the usual service life of one year for a pre-bulged can be tolerated. ‘This has been a brief summary of pressure relieving devices. 20 11/03 REV 12APIS10 MODULES RP 576 SECTIONS 1 AND 2 Find the answers to these questions by using the stated API 510/576 paragraphs at the end of the question. Quiz #2 1. How often should a safety relief valve be tested? (API 510 6.6) 2, Welding is used to repeir a vessel made of P No. 1 material one inch thick. ‘The vessel was originally ‘postweld heat-treated, Describe the method used to avoid PWHT of the repair? (API 510 7.2.3.1) 3, What does the term ‘Accumulation’ mean when referring to pressure relief devices? (RP 576 3.3.1) 4, Describe the types of pressure relief valves. (RP 576 4.1 to 4.8 and Section VIII UG-126) 5, You notice that a pressure relief device has a closed bonnet without a vent hole. What type of valve is it? (RP 576 4.3) 6, While reviewing maintenance records you notice that bulged rupture disks ina unit are three years old, Is this O.K.? (RP 576 4.9.3) 7. A pilot-operated safety valve has been installed in heavy crude service is this O.K. (RP 576 4.7.2) 11/03 REV 12 Fast Track Technical Training a 281-482-2253 — www.apiexams.orgAPIS10 MODULES RP 576 SECTIONS 3, 4, 5, 6, 7, and 8 Find the answers to these questions by using the stated API 576 paragraph at the end of the question. Quiz #3 1. Describe a shop inspection of a relief device. (6.2) 2, Name three causes of improper performance of a pressure-relieving device. (RP 576 5.1 to 5.10) 3. The spring ofa relief valve broke, What probably caused it to break? (RP 576 5.3) 4, The valve shop is setting safety relief valves using water is this acceptable? (RP 576 5.4) 5. You are asked to set a schedule for the inspection of relief devices; what will determine the time between the settings of valves? (RP 576 6.4) 6. What should the operating history of a pressure relief device include? (RP 576 7.2) 7. You are asked to visually inspect an RV before it is taken to the shop. What should this inspection cover? (6.2.9) 8, What are the applications of a pressure/vacuum vent valve on an atmospheric tank? (4.8.1) 2211/03 REV 12APIS10 MODULES API RP 572 INSPECTIONS OF PRESSURE VESSELS Overview Section 1 Scope of RP $72 ‘This recommended practice addresses the following items; description of types of vessels, construction, maintenance, reason for and method of inspection, causes of deterioration, repair methods and records/reports. Section 2 References Here the latest editions of standards, codes and recommended practices are specified. Section 3 Definitions Complete definitions of the terms used in RP 572 are found bere. Section 4 ‘Types of Pressure Vessels ‘The definition of « pressure vessel per API 572 is a container that falls within the scope of the ASME Code Section VIM Division 1 and is subjected to an external or internal design pressure greater than 15 psi. Section VII Division 1 should be consulted for the exact definition and exemptions. The definition of a pressure vessel is found in the ASME Code Section VIII Division 1, page 1 in the first paragraph. ‘Pressure vessels can have many different shapes; they may be spheres (balls), a cylinder with various heads attached such as flat or hemispherical end may consist of inner and outer shells (jacketed). Many methods ‘of construction are used. The most common is the cylindrical shell made of rolled plate and welded with heads that are attached by welding. Riveting was used prior to the development of welding. Vessels are no Jonger made using riveting, but some riveted vessels are still in service today. Vessels are also made of the hot forging and multi-layer (cylinders inside of cylinders) techniques. Multi-layer vessols are found primarily in high pressure service. The vast majority of vessels are made of carbon steels. For special services the carbon steel may be lined, clad or weld metal surfaced with corrosion resistant materials such as stainless stcels, Some vassels are constructed entirely of various metals such as monel, nickel, titanium, or stainless steel. The material chosen will be determined by the required service conditions. Temperature, pressure and the fluids to be contained are the primary concerns in material selection. For reasons of economy different parts of a vessel ‘muy be made of different materials using only the most expensive where needed. Many pressure vessels are simply containers and do not have intemal equipment; others have intemals such as catalyst bed supports, trays, baffles, or pipe coils, Section 5 Construction Standards The fist unfired pressure vessels were constructed to the design of the user or manufacturer. ‘This was trae until about 1930 after that time the APUASME Code or the American Society of Mechanical Engineers Code (ASME) was used. In 1956 the AP/ASME Code was discontinued and the ASME Code was adopted as the standard for the construction pressure vessels within its scope. Section VIII Divisions 1 and 2 of the ASME Code are the unfired pressure vessel Codes. Section VIII Division 1 is the Code the vast majority of vessels are built to; Section VIM Division 2 used for vessels in high-pressure service or where lower factors, of safety is desired. Division 2 has more restrictions on construction, materials, inspection and nondestructive examination than Division 1. These restrictions usually result in a vessel that would be thinner than that required by Division 1 and the resulting cost savings could be significant is some instances. Heat exchangers are built using both the ASME Code and the Standards of Tubular Exchanger ‘Manufacturers Association (TEMA). 11/03 REV 12 3BSeetion 6 ‘Maintenance Inspection ‘The basic rule for the maintenance of a vessel in service is to maintain it to the original design end the edition of the Code it was constructed under. If the vessel is re-rated this is may done using the original or latest edition of the Code. This implies that persons responsible should be familiar with the original construction edition of the Code and the latest edition of the Code if'a vessel has been re-rated. In addition personnel responsible for these vessels must be familier with any national, state, county or city regulations. ‘The ASME has minimun requirements for construction, inspection and testing of pressure vessels that will be stamped with the Code Symbol however jurisdictions may have more restrictive requirements. ‘Compliance with ASME Code may not be enough to satisfy a jurisdiction's requirement. Section 7 Reasons for Inspection ‘The main reason for inspection is to determine the physical condition of a vessel. With this information the ‘causes and rate of deterioration can be established and safe operations between shutdowns can be determined, Correcting conditions causing deterioration and planning for repairs and replacement of equipment can also be done using the inspection information. Scheduled shutdowns and internal inspections can prevent emergency shutdowns and vessel feilures. Periodic inspection allows the for the forming of a well-planned maintenance program by using data such as corrosion rates to determine replacement and repair needs. Extemal visual inspections along with the thorough use of various nondestructive examination techniques can reveal leaks, cracks, local thinning and unusual conditions, Section 8 ‘Causes of Deterioration The causes of deterioration are many but fall into several general categories as follows: inorganic and organic compounds, steam or contaminated water, atmospheric corrosion. These types of corrosive agents fall into the class of chemical and electrochemical attack. Attack is also possible from erosion and, or impingement. The attack could come from any combination of the above examples. Corrosion is the prime couse of wear in pressure vessels, The most common intemal corrodents are sulfur and chloride compounds. Caustic, inorganic acids, organic acids and low pH water can also cause corrosive attack in vessels. Erosion is the wearing away of a surface that is being hit by solid particles or drops of liquid. Itis similar to sandblasting and is usually found where changes in direction or high-speed flow are present. It occurs in stich places as inlet nozzles and the vessel wall opposite the nozzle. Outlet nozzles are likely spots when fast flowing products are in use. In some instances corrosion and erosion ere found together. ‘Metallurgical and physical changes can occur when a vessel material is exposed to fluids the vessel contains. Elevated operating temperatures also contribute to these problems, The changes that take place ‘may be severe enough to result in cracking, graphitization, hydrogen attack, carbide precipitation, intergranular corrosion, embrittlement and other changes. Mechanical forces such as thermal shock, cyclic temperature changes (higher to lower temperatures on a ‘frequent basis), vibrations, pressure surges, and extemal loads can cause sudden failures. Cracks, bulges and tom internal components are often a result of mechanical forces. Faulty materials can build in failure into « pressure vessel or one of its components. Bad materials can result in leakage, blockage, cracks and even speed up corrosion in some cases. The selection of an improper ‘material for new construction of or for a repair to a vessel will often result in the same type of failures as will proper materials that have manufacturing or fabrication defects, Faulty fabrication includes poot welding, improper ot lack of heat treatment, tolerances outside those permitted by Codes and improper installation of internal equipment such as trays and the like, Any of these ‘ypes of faulty febrications may result in failures due to cracks or high stress concentrations, etc., in vessels. 24 11/03 REV 12 2Section 9 Frequency and Time of Inspeetion ‘Many things determine the frequency of inspection for pressure vessels. Chief among the reasons is corrosion rates that are determined by the service environment. Unless there are insurance or legal reasons, the frequency of inspection should be based on information from the first inspection performed, using either on stream or internal methods. Normally inspection planning will allow for the next inspection to occur ‘when at least half the original corrosion allowance remains. Other factors such as a need for frequent cleaning may provide an opportunity to shorten the inspection frequency. IF the process fluids or operating conditions change, shorter inspection frequencies may be needed to determine what effects the new conditions may have had, Opportunities for inspections will require the input ofall groups involved; process, mechanical, and inspection personnel. The opportunity may have to be made if any laws require a frequency or the insurance company bas a requirement for it in the policy written on the equipment. A convenient time for inspections, of course, is any time equipment is removed from service for cleaning, Also if’ vessel or exchanger was removed for operational reasons, an inspection might then become needed to insure the integrity of the equipment before returning itto service. Another consideration for the inspection of vessels is the review of the in service operational records to look for pressure drops and out of the ordinary conditions that might indicate a problem. Section 10 ‘Methods of Inspection and Limits ‘To perform 2 proper inspection it is important to know the history of the vessels to be inspected. Knowing what repairs have been required in the past and inspecting the repair after it has been in service may help to develop better repair methods. It may also help to locate similar problems, In every case, careful visual inspection is a requirement. Knowing the service conditions of a vessel allows the concentration of efforts in areas known to have problems in a particular service. ‘Safety precautions before entering 2 vessel are of the utmost importance. Vessels have small openings and offen many internal obstructions that make getting out of one quickly nearly impossible, The bottom line is: make sure it is safe to enter a vessel. Such things as isolation of lines by blinding, purging and cleaning along with gas testing prior to entry cannot be overlooked. Tn some cases protective clothing and air supply systems are called for if entry is desired before cleaning to look at the vessel's existing conditions for indications of problems. Always inform personnel inside and outside a vessel that inspection personnel are entering the vessel. Loud noises made by inspection or maintenance might scare others, causing injury. Preparatory work needed for vessel inspection should include checking in advance to make sure all equipment is present and is in usable condition, External inspections should start with ledders, stairways, platforms and walkways connected to the vessel. ‘Loose nuts, broken parts and corroded materials may be searched for by visual inspection and hammer testing for tightness. Since corrosion is most likely to occur where water can collect, these areas sbould be inspected carefully, using « pick or similar object. Slipping hazards such as slick treads should be looked for and noted on the inspection report. Foundations and supports must be inspected for the condition of the fireproofing. The settling of foundations, Spalling (faking) and cracking of the fireproofing are always ¢ concem. in cases where equipment is supported by cradles, moisture between the cradle support and the vessel may cause corrosion. If the area where 2 vessel and a cradle join has been sealed with a mastic compound, the mastic seal should be checked gently with pick to check its water tightness, Some settling of any foundation is to be expected. However, ifthe setting is noticeable, the extent must be determined for fature reference. Anchor bolts can be examined by scraping away and looking for corrosion. The soundaess can be determized with blow of a hammer to the side of the bolt or its nut. Checking the nuts for tightess and the bolts with ultrasonics for breaks is sometimes appropriate, Any distortion of the bolts may indicate serious foundation settlement. 11/03 REV 12 28Concrete supports are inspected with same concerns as concrete foundations. Close attention to any seals and the possibility of trapping moisture because of faulty scals should be investigated. Steel supports should be examined for corrosion, distortion, and cracking. If corrosion is severe, actual measurements of the remaining thickness should be performed and a corrosion rate established just es in a vessel. Wire brushing, picking and tapping with a hammer is @ frequently used inspection technique. Most of the time corrosion can be slowed or prevented by proper painting alone. Sometimes protective barriers such as galvanizing are required. As part of stecl support inspection, vessel lugs should be examined using the same methods of wire brushing, etc., described above. Welds used to attach lugs can develop cracks and some cracks can then nun into the vessel's walls, Ifa vessel’s steel supports are insulated and an indication of leakage is present, the insulation must be removed to determine if corrosion under insulation has occurred, Guy wires are cables that stretch from different points ofa vessel to the ground where they are anchored to underground concrete piers (dead men). Inspection of these guy wires must include checking the connections for tightness and the cables for the correct tensions. The connections consist of tumbuckles used for tightening and U bolt clips for securing, All connectors must be checked for proper installation and the preseace of corrosion. The cable must be checked for corrosion and for broken strands. Nozzles and adjacent areas are subject to distortion ifthe vessel foundation has moved due to settling. Excessive thermal expansion, intemel explosions, earthquakes, and fires can cause damage to piping connections. Flange faces should be checked for squareness to reveal any distortion. Ifevidence of distortion is found cracks should be inspected for, using non-destructive examination. All inspections should be external and internal whenever possible. Visible gasket seating surfaces must be inspected for distortion and cuts in the metal seating surfaces. Wall thickness readings must also be taken on nozzles and internal er extemal corrosion monitored. Grounding connections must be inspected for proper electrical contact. The cable connections should be tight and property connected to the equipment and the grounding system. AU grounding systems should be checked for continaity (no breaks) and resistance to electrical flow. Continuity checks are usually made ‘using electrical test equipment such as an Ohm meter. The resistance readings are recommended to be between 5 and 25 Ohms. Auxiliary equipment such as gauge comnections, sight glasses, and safety valves may be visually inspected while the vessel is still in service. Inspection while a vessel is in service allows the presence of excessive vibrations to be detected and noted. If excessive vibrations exist, engineering can determine if any additional measures are required tb prevent fatigue failures. Protective costings and insulation should be inspected for their condition, Rust spots or blistering are ‘common problems associated with paint and are easily found by visual inspection. Scraping away a loose coating film will often reveal corrosion pits. These pits should be measured for depth and appropriate action taken, Insulation can usually be effectively visually inspected. Ifan area of insulation is suspected, samples ‘may cut cut and examined for its condition, Insulation supporting clips, angles, bands, and wires should be examined. External surface corrosion appears in forms other than rust. Caustic embrittlement, hydrogen blistering and soil corrosion are also found on the external surfaces of equipment. The area of a vessel that needs special attention often depends on its contents, When caustic is stored or used in a vessel, the areas around connections for internal heaters should be checked for caustic embrittlement. In caustic service, deposits of white salts often are indications of leaks through a crack. Hydrogen blistering is normally found on the inside of vessels, but can appear on the outside if void in the vessel's material is close to the outer surface. Unless readily visible, leaks in a vessel are best detected by pressure testing, Cracks in vessel are normally associated with welding and can be found using close visual inspection. In some services nondestructive testing to checks for cracks is justified and should be performed. Other concems when performing extemal inspection are bulges, gouges, and blistering, Hot spots when found in service should be monitored and ‘thoroughly evaluated by an engineer experienced in pressure vessels, 26 11/03 REV 12Internal inspections should be prepared for by assembling all necessary inspection equipment such 2s tools, ladders, and lights. ‘Surface preparation will depend on the type of problems that a vessel may heve in a given service. Ordinarily the cleanliness required by operations is al that is needed for many inspections. If better cleaning is required, the inspector can scrape or wire brush a small area. If serious conditions are suspected, ‘water washing and solvent cleaning may not be enough to reveal problems. In these instances, power wire brushing, ebrasive grit blasting, etc., may be required. Preliminary visual inspection should be preceded by a review of reports of previous inspections. Preliminary inspection usually involves seeking out known problem areas based on inspection experience and service. Many vessels are subject to a specific type of attack such as cracking in areas such as upper shell and heads, Preliminary inspection may reveal a need for additional cleaning for a proper detailed inspection, Detailed internal inspections should start at one end of a vessel and progress to the other end. A systematic approsch such as an item checklist will help to prevent overlooking hidden but important areas. All paris of vvessel should be inspected for corrosion, hydrogen blistering, deformation, and cracking. In areas where ‘metal loss is serious, detailed thickness readings should be taken and recorded. if only general metal loss is present, one thickness reading on each head and shell may be enough. Larger vessels require more ‘measurements, Pitting corrosion will require local examination by first scraping the surface and then and measuring the pit depth. Pit gauges allow for measuring pit depth if an un-corroded area adjacent to the pit is available to gauge from In the case of large pits or grooves, a straight edge and steel rule often will allow measurement by spanning the large area and lowering the steel rule into the pit and measuring the depth. “Hammer testing is often a good method of finding thin areas. Experience is needed to interpret the sounds made by hammering. Usually a dull thud will indicate a loss of metal or thick deposits, Hammer testing must never be used for inspecting vessels or components under pressure, If cracks are suspected or found ‘their extent may be determined by cleaning and nondestructive testing. Welded scams deserve close attention when in services where amine, wet hydrogen sulfide, caustic, ammonia, cyclic, high temperature and other services. Welds in high strength steel (above 70,000 psi tensile) and coarse grain stecls, and low chrome alloys should always be checked carefully for cracking. All of the above conditions promote cracking in welds and adjacent base metals. Nozzles should be checked for corrosion and their welds for cracking et the time of the vessels internal inspection. Normally ultrasonic ‘thickness readings will reveal any loss of metal in nozzles and other openings in a vessel, Internal ‘equipment such as trays and their supports are visually inspected accompanied by light tepping with a ‘hammer to expose thin areas or loose attachments. Conditions of trays must be determined to check for excessive leakage caused by poor gasket surfaces or holes from corrosion. Excessive leakage can cause operational problems and may lead to poor performance of @ vessel or unscheduled shut downs. Inspection of metallic linings rust determine if the lining has been subjected to service corrosive attack, that linings are properly installed, end that no cracks or holes are present inthe lining. Most problems with linings are found by careful visual inspections. Tapping the lining lightly with a hammer can reveal loose Uning or corrosion. Welds around nozzles deserve special attention due to cracks or holes that are often found in these areas. Ifthe surfaces of the lining are smooth, thickness measurements using ultrasonic ‘techniques may be performed. If required, small sections of lining can be cut out and measured for thickness. A very useful method of tracking the corrosion rate of linings is by the welding of small tabs at right angles to the lining when the lining is first installed. These tabs are made of the same material and ‘thickness as the lining and can be easily measured at the time of installation and at the next inspection to determine the rate of corrosion taking place in the vessel. Remember that both sides of the tab are exposed to the corrosion end the lining’s loss must be determined by dividing the tab’s loss bytwo. A bulge ina liner can be caused by a leak in the liner permitting a pressure or a prodiict build-up between the liner and the protected base metal. 11/03 REV 12 5]Nonmetallic liners are made of many different materials such as glass, plastic, rubber, ceramic, concrete, reffactory, and carbon block or brick liners, The primary purpose when inspecting these types of linings is to insure that no breaks in the lining are present. These breaks are referred to as holideys. Bulging, ‘breaking, and chipping are all signs that a break is present in the lining, The spark tester method if very effective in finding breaks in such nonmetallic linings as plestic, rubber, glass, and paint. The device uses high voltege with a low current to find openings in linings. The electrical circuit is grounded to the shell and the positive lead is attached to a brush. As the brush is swept over the lining, if « break is present, electricity is conducted and an alarm is sounded. A little warning: this is obviously not a device to be used. ina flammable or explosive atmosphere nor should the device have such a high voltage value that it can penetrate through a sound lining. The spark tester is not useful for brick, concrete, tile, or refractory finings. Remember linings can be damaged during a careless inspection; often just by dropping & tool. Concrete and refractory linings often spall (flake away) or crack. This damage is readily detected during @ visual inspection. Minor cracks may take some gentle scraping to find. If bulging is obvious cracks may also be present. [f any break is present, fluid has probably leaked in between the lining and the outer shell and may have caused corrosion. Light tapping with a hammer can reveal looseness that is normally associated with leskege of linings. Thickness measuring techniques such as ultrasonic, limited radiographic techniques, corrosion buttons, and the drilling of test holes; are used to determine if any wall loss has occurred. The most common technique is ultrasonic. Ultrasonic can detect laws and determine thickness also. Its principle of operation involves the sending of sound waves into the material and measuring the time it takes the sound to retum to the sending ‘unit, referred to as a transducer. Sound travels through a given material at a known speed, and when properly calibrated, the UT equipment uses the known speed and time of travel to determine the thickness in the area being tested. In thickness measurements using radiographs, the placement of a device such as step gage (a device of ‘known material end thickness) in the radiographic image is compared to the image of the piping or vessel wall and the thickness determined by measurement. Corrosion buttons are made of a material that are not expected to corrode in a given service and thea instalied in pairs at specific locations in the vessel. Measurements are taken by placing a straight edge aoross the two buttons and then gauging the depth with a steel rule or some other measuring device, When corroded surfaces are very rough, test holes through the vessel may be used to measure the wall thickness. A variation on test holes is depth drilling. In this technique, smal! holes are drilled to « knowa depth (not all the way through) in the new vessel wall, then plugged with corrosion resistant plugs to protect te bottom of the hole from corrosion. During internal inspections the plugs are removed and depth readings are taken. Any wall loss that has occurred is detected by the hole depth becoming more shallow than the original reading. Metallurgical change tests can be made using many of the same techniques described in mechanical changes. Additional tests include hardness chemical spot, and magnetic tests. Portable harness testers such as the Brinell will detect poor heat treatment, carburization and other problems that involve a change in hardness. Chemical tests to a small portion of a metal will reveal the type of metal to determine if the ‘wrong metal has been installed possibly during a pervious repair, Magnetic tests are used to determine if'a material such as austenitic stainless steel; normally not magnetic, have become carburized, which will allow the austenitic stainless to become attracted to a magnet. Testing Hammer testing used during visual inspection will reveal conditions such as; thin sections, tightness of bolts and sivets, cracks in linings, lack of bond in refractory and concrete linings. The hammer is also used to remove scale for spot inspection. Hammer testing is an art learned from experience and caution is, warranted whenever using this method. It is not smart to hammer on anything under pressure and hammering on some piping systems can dislodge scale or debris and plug up a portion of the system such as catalyst bed. 28 11/03 REV 12Pressure and/or vacuum tests are performed when a vessel is frst built and then applied after entering service if any serious problem has been disclosed, which brings into question the integrity of the vessel. ‘After major tepair work, a pressure testis normally required, Some jurisdictions and company’s policies require tests on a time basis even if no repair work has been done. These types of tests often involve raising ‘the internal pressure above normal operating pressure and the possibilty of damage to the vessel from the test exists, Pressure tests should applied carefully by qualified personnel using calibrated gages with positive control of the test equipment. The object is to reveal any problems, not to create one. Most of the time these tests use water or some other fluid (hydrostatic) permitted by the Codes. During hydrostatic, testing of a vessel, pressure drop, leaks and deformation (bulging) in the vessel may be revealed. If the vessel's supports can not hold the weight of the fluid or the vessel cannot tolerate contamination by the testing fluid, a gas test (pneumatic) may be used. Pneumatic testing, by its nature, can be more dangerous than hydrostatic testing, Caution is always advisable during a pneumatic test, and it is normally the last choice, Vacuum tests are conducted by creating a vacuum inside the vessel and observing the vacuum gage for any Joss of vacuum thet might occur. Ifthe vacuum remains unchanged the assumption is made that no leak exists. Testing temperature can be very important with some pressure vesse] materials due to the brittle characteristics of these metals at Jow temperatures. The ASME recommends that the test temperature be at least 30 °F above the minimum design metal temperature to prevent the risk of brittle facture. A brittle fracture can be compared to glass breaking and shattering, For that reason every effort must be made to prevent it. In combination with a pneumatic test and its stored energy; a brittle failure would be a devastating bomb. For all materials, the general recommendation for test temperature is 70 °F minimum nd 120 °F maximum. For safety when conducting a pressure test, no unnecessary personnel should be allowed in the area until the test is complete. Pneumatic tests must follow a procedure described in the ASME Code that raises the pressure in small steps with short stops at each step. Pressure testing of exchangers can be performed when they are first shut down and before bundle removal in order detect any leaks that might have been present during recent service. If leaks are detected during the initial test, partial disassembly can be performed and the test pressure reapplied to locate the source of the leaks, Heat exchangers may also be disasscmbled and cleaned, inspected, repaired if needed, then reassembled and tested. Ifa leak is detected in the exchanger after re-assembly, disassembly will again be required to repair the leak. The method of testing an exchanger will depend on its design. Some can be tested with their channel covers removed if of the fixed tube sheet design with the pressure applied to the shell side. Ifa tube in the bundle is discovered to be leaking et other than the tube sheet roll, it may be plagged with a tapered plug, which effectively removes that tube from service. If the leak is located where the tube is rolled (expanded) into the tube sheet, an attempt to re-rol the tube is usually made and the test pressure reapplied. Often tube bundles are tested out of their shells if of the floating head design. Leaks are easily detected, but this approach requires a separate shell test. During pressure tests leaks in shells, tubes, gasketed areas, and distortion are looked for in the exchanger parts. Limits of thickness must be determined prior to inspection and must be known in order to perform an effective inspection. The retiring thickness and the rate of deterioration are needed to determine the appropriate action should a problem be uncovered during an inspection. The importance of inspection records becomes obvious when it is required to make a decision whether to repair, replace, or just to continue the operation of a vessel. If the retiring thickness is known prior to the inspection, a plan of action in the event of excessive wall loss can be prearrenged. Almost all vessels, when new, will contain excess thicknesses above what are required by the Codes. 11/03 REV 12 29Section 11 Methods of Repair Methods of repeir to vessels should be reviewed to insure that they comply with aay Codes or standards that may apply. Several jurisdictions recognize the minimum repair techniques of the API. Other jurisdictions require that the repairs be made to the National Board of Boiler and Pressure Vessel Inspectors (NBBPV1), ‘National Board Inspection Code-23 (NBIC) and that the repair concern holds a velid R (Repair) Stamp from the NBBPVI. In addition to using a concem holding the R Stamp an NBBPVI Repair form R-] may also be required. In some instances, Insurance Carriers will require that the NBIC be followed and that an NBIC Authorized Inspector in their employ approves the repair. Repairs made to vessels by welding will require visual inspection as a minimum and may also involve various nondestructive examinations (NDE) methods based on the severity of the repair and the original NDE used in the construction Code, Unless the Inspector can accept a sound technical argument ageinst requiring a pressure test after a major repair, one should be applied. Ifthe repair to a vessel involves cracks special preparation of repair arca is required. ‘The major concern in crack repairs is the complete removal of the crack. Cracks may be removed by chipping. flame, arc, or mechanical gouging. Any crack removal technique that uses high heat input to the affected area can cause the crack to grow, so caution must be used with those techniques. In cases where ‘many cracks ere present it is nonnally better to replace the entire section of the material. Suallow cracks may be removed by grinding using a blending method if the final thickness does not fall below the minimum required. Section 12 Records and Reports Inspection records and reports are important and are required by most Codes and jurisdictions such as the State, API, and the NBBPVI NB-23. ‘These reports are of three types: Basic Data, Field Notes, and Continuous File. The basic date includes original manufacturer's drawings and data reports as well 2s, design information. Field notes are notes about and measurements of the equipment and may be written or entered into a computer database. Usually field notes are in the form of rough records inepections and repairs required. Continuous files include all information about a vessel's operating history, previous inspection reports, corrosion rate tables (if any) and records of repairs and replacements. Copies of reports, containing the location, extent, and reasons for any repairs should be sent to all management groups such as Engineering, Operations, and Maintenance departments. Appendix A Exchangers Heat Exchangers are used to transfer heat from one gas or liquid to another gas or liquid without the two fluids mixing. Heat exchangers fall into classes: condensers and coolers. A condenser has the effect of changing a gas fluid to a liquid or partial iquid fluid and ordinarily uses water as the coolant, Coolers lower the temperature of a fluid and may use water or another process fluid of a lower temperature as the coolant. Sometimes air is used to lower the temperature of a fluid. The equipment is then referred to as an air cooler. Shell and Tube-Bundle exchangers are made in several types. The tubes are installed into a tube sheet by rolling (expanding) them into the tube sheet holes. In heat exchangers, after rolling tubes, the ends are sometimes welded to the tube shect for sealing purposes. In some cases the tubes are inserted into the tube sheet and packing rings are installed to seal the area around the tube ends. The method of construction used is dependent on the service intended for the exchanger. There are four basic design types of shell and tube heat exchangers. They are: One Fixed Tube Sheet with a Floating Head (the most common), Two Fixed ‘Tube Sheets, One Fixed Tube Sheet with U-Tubes, and Double Tube Sheet (used when even the slightest leak cannot be allowed). Re-boilers and Evaporators perform the opposite fimction of the condenser or cooler. They do what their xbames imply boil and evaporate. In general they usc steam, or a hotter fluid from # process to boil or evaporate another fluid. The Re-boiler is normally used to boost heat back up to a desired level at some intermediate step of # process stream. ‘Some Other types of heat exchangers include Exposed Bundle, Storage Tank Heaters, Pipe Coils (either single or double pipe), Box-Type Heater Coils, and Plate-Type. 30 11/03 REV 12API 510 MODULES: API RP 572 SECTIONS 1, 2, 3, 4, 5, and 6 Find the answers fo these questions by using the stated API 572 paragraph at the end of the question. Quiz #4 1, Name three shapes of pressure vessels, (572 4.1) 2, Describe multi-layer construction of a pressure vessel. (572 4.2) 3. Whea carbon steel will not resist corrosive fluids, what method of construction is normally used for such 1a vessel? (572 4.3) 4, Name four types of internal equipment found in pressure vessels. (572 4.4) 5. Prior to 1930, to what specifications was unfired pressure vessels built to in refineries? (572 5) 6, Why is it important to have access to previous editions of the ASME Codes? (572 5) 7. Arefinery inspector should be familiar with the latest editions of codes. What other items should he be familiar with?. (572 6) 8, List the basic forms of deterioration, Name the effects these basic forms have. (572 8.1, through 8.2.10) 9, What is the most important factor in determining the inspection frequency of a pressure vessel? (572 9.1) 10. Why are occasional checks of operating pressures while equipment is in operation important? (572 9.2) 11/03 REV 12 31API 510 MODULES APIRP 572 SECTIONS 8.1 10 8.4.4 Find the answers fo these questions by using the stated APT 572 paragraph at the end of the question, Quiz #5 1, What should an inspector be aware of before starting the inspection of a pressure vessel? (572 10.1) 2, Careful visual is important to determine what other types of inspections might be required. Name three other types of inspection. (572 10.1) 3, Just before an inspection starts in a vessel, who else besides the safety man should be informed? (572 10.2.1) 4, Name five tools an inspector should have to perform an inspection. (572 10.2.2) 5, Listat least six items that should be inspected on the external of a pressure vessel. (572 10.3 through 10.3.13) 6. Abrasive grt blasting, power wire brushing etc, are usually required under what conditions? (572 104.2) 7. fa vessel has had previous internal inspections, what should be done prior to your inspection? (572 10.4.3) 8, Where will most of cracks found in a pressure vessel be found? (572 10.4.3) 9. Why is a systematic procedure important when inspecting a pressure vessel? (572 10.4.4) 10. Under what operating conditions should weld seams in 2 pressure vessel be given special attention? (572 10.4.4) 32 11/03 REV 12API 510 MODULES API RP 572 SECTIONS 8.4.5 to 8.5.2 Find the answers to these questions by using the stated AP! 572 paragraph at the end of the question. Quiz #6 1, When examining linings, name the three most important conditions to check. (572 10.4.5) 2. Describe the spark tester method of inspecting nonmetallic linings. (572 10.4.6) 3, How may loose nonmetallic linings be found using a hammer? (572 10.4.6) 4, Where a corroded surface is very rough, what may be done to measure thickness? (572 10.4.7) 5. How may cracks be made to stand out from the surrounding areas being inspected? (572 10.4.8) 6, Who should make the decision to trepan metal from a vessel for metallurgical evaluation? (572 10.4.8) 7. How may carburized austenetic stainless steel sometimes be detected? (572 10.4.9) 8, What fictions may an inspector's hammer serve? (572 10.5.1) 9. When testing a vessel pneumatically what should be on hand to aid in the visual examination? (572 10.5.2) 10. If itis possible to use internal pressure to test a vacuum vessel, what advantage does that method offer? (97210.52) 11/03 REV 12 3BAPI510 MODULES API RP 572 SECTIONS 8.5.3 to 10.2 Find the answers to these questions by using the stated API 572 paragraph at the end of the question, Quiz #7 1, Why is it desirable to leak test an exchanger before disassembly? (572 10.5.3) 2. Ifa given exchanger begins leaking for the first time in its service life, what should be done? ($72 10.5.3) 3, Before retiring a vessel, what should be consulted? (572 10.6) 4, Before taking credit for excess thickness found in a vessel wien doing calculations for retirement or erating, what must also be considered? (572 10.6) 5. What documents should be consulted prior to eny repair? (572 11 6. When shall a pressure test be applied? (572 11) 7. Why should care be taken when arc gouging a crack before a welded repair? (572 11) 8. What must an inspector consider when recommending the filling of pits with an epoxy? (572 11) 9. What does the continuous file contain? (572 12.1) 10. Who should reccive copies of all inspection reports? (572 12.2) 3411/03 REV12APISL0 MODULES: APIRP 572 APPENDIX A Find the answers to these questions by using the stated API 572 paragraph at the end of the question. Quiz #8 1, Explain the difference between condensers, coolers and air coolers. (572 A.1) 2. Show by sketch what is meant by One Fixed Tube Sheet with a Floating Head, Two Fixed Tube ‘Sheets, One Fixed Tube Sheet with U Tubes. (572 A.2.2, 2.3, 2.4) 3. When are Double Tube Sheet Exchangers used? (572 A.2.5) 4, Name two types of water heaters. (572 A.2.7) 5. What principle of cooling is used with exposed tube bundles?(A.3.2, 3.3) 6, Name two types of Air-Cooled Exchangers. (572 4.5) 7. Describe the construction of Double-Pipe coils, (572 A.6.2) 8, Where are Flat-Type Heater Coils found? (572 A.6.3.4) 9. ‘Why is it important to inspect exchanger bundles when they are first pulled from a shell? (572 A.9.1) 10, Name the likely locations for corrosion in exchangers. (572 A.9.2) 1103 REV 12 38API 510 MODULES API CHAPTER IT CONDITIONS CAUSING DETERIORATION OR FAILURES Introduction Chapter IT Of the information contained in Chapter Il, only knowledge that pertains to pressure vessels is to be included in the examination. The coverage of Chapter II will be limited to the required information in. the current Body of Knowledge. Corrosion is a major source of expense in refinery and chemical plants. Many times a piece of equipment will corrode its way into retirement as opposed to simply wearing out. The three major groups of comrasion are corrosive products in crude oils, corrosion from chemicals used or processed, and environmental corrosion. Corrosive components found in crude oil that cause the most metal loss in pressure vessels are thought to be one or more of the following: Hydrogen chlorides and inorganic and orgenic chlorides, Hydrogen sulfide, merceptans, and organic sulfur compounds, Carbon Dioxide, Organic acids, and Nitrogen compounds. Most of the above mentioned components attack the front end of a process system. Crude oils contain salt which can never be totally removed, The salt will generate various chemical compounds when broken down in processing systems. Some of the compounds are: Hydrogen chloride and ‘Organic and Inorganic chlorides. Such things as Magnesium and Calciuma chloride, when dissolved in water and heated, attack the metal in the form of Hydrochloric acid which is very corrosive, This process is called hydrolysi Hydrogen sulfide is believed to be the most active of the sulfur compounds in causing corrosion. Some hydrogen sulfide is present in the crude oil, and more may be generated during the refining process. Outside of corrosion, the most serious problems caused by Hydrogen Sulfide are blistering and embrittlement Carbon Dioxide, when combined with water, is corrosive. The water and carbon dioxide combine to form carbonic acid. The water will usually be introduced from two sources: the decomposition of biearbonates in or added to crude oil or from steam used to aid in distillation of crude oil. Organic Acids, while not very corrosive at low temperatures, can be very corrosive at their boiling temperatures. When organic acids have corroded carbon steel, a very smooth surface is left and metal loss is not readily apparent during visual inspection. Nitrogen Compounds in crude oil alone will not cause corrosion; however, in catalytic cracking, decomposition occurs and by-products of this decomposition form Ammonia and Cyanide. These two chemicals, while not causing corrosion directly, contribute to it by breaking down a protective layer of scale which has formed on the metal leaving the metal subject to Hydrogen Blistering and other problems discussed in the above paragraphs. The Armonia and Cyanide will directly cause pitting and worm-holing type attack in copper and brasses. Corrosive Materials added to the process add significantly to metal loss caused by corrodents already present in the crade oil that is being refined. Chemicals commonly added in refining processes are Sulfuric ‘Acid and Hydrogen Fluoride, Phenol, Phosphoric Acid, Caustic (sodium hydroxide), Mercury, Ammonia, Chlorine, and Aluminum. Alkylation Units wilize either Sulfuric Acid or Hydrofluoric Acid as @ catalyst. Sulfuric Acid is the least corrosive of the two chemicals and corrosion occurring in equipment using Sulfuric Acid may be very erratic attacking particular points in the process stream. Sulfuric acid is generally less corrosive at high concentrations of 85 % or more. Hydrofluoric Acid is very corrosive to steel unless it is kept at concentrations above 65% Hydrogen Fluoride. 36 11/03 REV 12Phenol (carbolic acid) is used in the manufacture of lubricating oils and aromatic hydrocarbons. At temperatures below 400 OF and without water present, carbon steel is usually not severely corroded by Phenol. Above 400 °F, carbon steel may corrode rapidly in Phenol service. Phosphoric Acid is used as a catalyst in polymerization units either in liquid or deposited as pentoxide on clay pellets, Unless water concentrations are above a certain level, corrosion is rare from Phosphoric Acid. ‘When water is present in the required concentrations, Phosphoric Acid will attack carbon steel very aggressively. Penetration of 1/4 in, carbon steel in § hours can occur. (Caustic is used primarily for neutralization of acids and grease manufacture, Caustic can be used and stored in carbon steel vessels and is generally not corrosive as long as the vessel has been stress relieved and temperatures are kept at a safe level. At temperatures above 200 °F, it will cause general corrosion in ‘carbon sicel, ‘Mercury is found in instrumentation and can enter vessel by mishap, If the mercury enters it will cause stress corrosion attack in copper and monel. Ammonia is used for refrigeration and neutralizing acids in plants. If Ammonia is allowed to contact copper-based alloys in pH ranges of 8.0 and above, severe corrosion as general metal loss occurs, end stress corrosion cracking then occurs. Blue salt deposits on equipment are a clear indication of general corrosion by Ammonia. Chlorine is used to treat water for cooling towers and to manufacture Sodium Hypochlorite for treating oils. [f water is not present, Cloriae corrosion of carbon stee! is minor. Aluminum Chloride, a catalyst, will not contribute to corrosion as long as water is not present. It will hydrolyze in water and form Hydrochloric Acid and cause severe pitting corrosion in carbon steel. ‘Austenitic stainless steel under the above conditions will be subject to intergrannular corrosion and stress corrosion cracking. Environmental Corrosion in refineries most commonly affects carbon steel, The water and oxygen present in the atmosphere will cause severe corrosion on unprotected carbon steel. This type of corrosion is usually Galvanic and can be severe if water is allowed to penetrate insulation, Important Corrosion types include Intergranular, Graphitic corrosion of cast iron, Stress Corrosion Cracking, Polythionic Acid, Dezincification, Galvanic, Contact Corrosion, and Biological Corrosion. The following paragraphs give e general definition to the various types of corrosion. Intergranular Corrosion can occur in austenitic stainless steels when they are heated up to a range from 750 CF to 1650 °F and cooled down. In the temperature range mentioned above, complex carbides are formed of chrome and other elements which then migrate to grain boundaries leaving those areas lacking the chrome which is intended to help resist corrosion. This loss of chrome is followed by corrosive attack around grain boundaries, and Intergranular Corrosion occurs. Graphitic Corrosion is the low-temperature corrosion of gray cast iron in which metallic iron is converted into corrosion produets, leaving the graphite intact, Stress Corrosion Cracking is the spontaneous cracking of metals under the combined action of stress and corrosion. Palythiontc Corrosion is a result of iron sulfide scale reacting with oxygen and water. This normaly occurs at the time of shutdowns of vessels. Dezincification is a corrosion that occurs when copper-zinc alloys containing less than 85% copper are used in water service. It occurs in three forms: plug, layer, and iatererystalline, 1103 REV 12 a7Galvanie Corrosion occurs between metals in contact with each other having different electrical potentials Its the same type chemical exchange found in a common wet or dry cell battery. An electrolyte must be present for this type of corrosion to occur, and normally the electrolyte is water or acids. Biological Corrosion is related to the presence of organisms (bugs) in a contact with 2 metal. They can be fairly large (macro) or very small (micro) organisms. An example of a microorganism is a bamacie, Examples of microorganisms are bacteria, slime, and fungi. One of the primary places that microorganism biological corrosion is found is on underground piping in contact with soil. These organisms either produce a corrosive, such as sulfuric acid from sulfur compounds, or they contribute to the formation of an electrolyte solution which speeds up contact or crevice corrosion. Erosion of metals is found frequently in vessels and piping of refineries and chemical plants. It amounts to 8 wearing away by the abrasive action of a moving stream ofa liquid or gas. Ifsolids are contained in the gas or Liquid, the erosion will be accelerated and could be compared to blasting with a water and sand mixture, ‘The Effects of High Temperature on Strength of a metal can result in the failure of the metal suddenly (stress rupture) of slowly (ere=p). Creep happens to metal held at high temperatures for long periods of time and is defined as the flow or plastic deformation at stresses that would not cause metal flow at a lower temperature. It is based on time at an elevated temperature and stress level. Stress Rupture is a brittle failure that gives very little warning, with litle if any deformation, and is related to stress at high temperature. It can be considered the end result of creep in some metals. 38 11/03 REV 12API 510 MODULES API CHAPTER Find the answers to these questions by using the stated Chapter II paragraph at the end of the question, Quiz #9 1. Name the three major groups of corrosion types. (Chapter II 202) 2, Name six corrosive components of crude oil. (Chapter 11 202.021) 3, What component do all crude oils contain? (Chapter I! 202.022) 4, Where does Hydrogen Chloride evolve from in a process stream? (Chapter If 202.022) 5, Whatis the definition of pH? (Chapter Il 202.022) 6. May Hydrogen Sulfide cause corrosion even at low temperature? If so, where can it be found? (202 ‘Chapter 11.023) 7. Where can Carbon Dioxide come from in process streams? (Chapter II 202.024) 8, Name the corrosive materials added to prosesses. (Chepter II 202.023) 9. Above what concentration is Sulfuric Acid not very corrosive? (Chapter It 202.032) 10. Describe the following types of comosion: Intergranular, Polythionic Acid, Dezincification, Galvanic, Crevice Corrosion and Biological.( Chapter IT 202.05) 11/03 REV 12 39APIS10 MODULES ASME Section VIM Div.1 PART UW - WELDING Objectives Student should understand and be capable of applying the following concepts: A. Joint restrictions based on Service, B. Joint Categories. C. Joint Types. D. Butt Joint Radiography Requirements, E. Butt Joint Efficiencies. F, Requirements for Post Weld Heat Treatment. G. Application of Welded Repairs. 40 11/03 REV 12Section 2 ASME Section VIII Div. 1API510 MODULES PART UW - WELDING Introduction Section VIII Division 1 has a system of identification for welds in vessels and vessel parts, This system assigns Types to welds; the form of weld (double welded) determine its Type. The locations of welds in a ‘vessel or Vessel part determine their Category. In some instances the Type will be mandatory based on Category and Service. In other cases it will be optional; the designer makes a choice from the acceptable ‘Types. Radiography requirements also depend on Type, Service and Category. The Code also assigns a way of measuring the quality of a butt joint, which is based on the Type, and extent of radiography used Definitions The following are definitions for use in Part UW. Doing calculations on shells, heads, nozzles and the like will depend on knowing these definitions. Welded Joints 1, Comer Welded Joint (called a fillet weld in Section IX) = Caw 2. Butt Welded Joint Weld Types 3, Type is the description of a welded joint. For example, a single-welded butt joint with backing that remains in place. ew Weld Categories 4, Determination of Category for a joint depends on the location of the joint in a vessel or vessel part. As an example the circumferential seam joining two shell courses is a Category of weld. ne Bal oer Seo 11/03 REV 12 41API S10 MODULESS PART UW - WELDING ‘UW-2 Service Restrictions Service restrictions apply to four classes of vessels. + Lethal Service «Service Below Certain Temperatures Given in UCS-68 ‘+ Unfired Steam Boilers Exceeding 50 psi + Vessels or Parts Subject to Direct Firing For determination of Butt joints service restrictions by Types (how made) and Categories (locations) permitted in a vessel read UW-2. Vessels used to contain lethal substances require that all major butt welded joints be filly radiographed (with some exceptions for heat exchangers). If they are Category A joints they must be of Type No. (1) of Table UW-12. If they are Category B joints they must be of either Type No. (1) or Type No. (2). Similar restrictions apply to the other classes listed above. UW-3 Welded Joint Category A quick reference system for specifying joint requirements is the assigning of categories by location; to welds in a vessel. For instance for a vessel in lethal service the Code requires that butt joints be of specific Type based on their physical location in the vessel and that the butt welds be fully radiographed. A statement like "All category A joints shall be Type No. (1)." is a short hand way of saying the following: "All longitudinal welds within main shells, communicating chambers, transitions in diameter, or nozzles; any welded joint within e sphere, within a formed head, or within the side plates of a flat sided vessel; circumferential welded joints connecting hemispherical heads to main shells, to transitions in diameter, to nozzles, or to communicating chambers shall be Type No. (1 As you read through the Code paragraphs think of how difficult it would be to restate a complete description every time you find a specified requirement based on joint Category. ‘The best way to understand and thereby learn joint category is by the use of graphics. Fig. UW-3 of Paragraph UW-3 provides a brief graphical representation. An expanded use of graphics for each Category follows. 42 1103 REV 12API S10 MODULESS PART UW - WELDING API 510 MODULESS PART UW - WELDING UW-3 Welded Joint Category Case Study 1 ‘The term "Category" as used here in defines the location of a joint in a vessel, but not the type of joint. UW-3(a)(1) Category A. Longitudinel welded joints within the main shell, Communicating chambers, transitions in diameter, or nozzles; any welded joint within a sphere, within @ formed or flat head, or within the side plates of a flat-sided vessel; circumferential welded joints connecting hemispherical heads to ‘main shells, o transitions in diameter, to nozzles, or to communicating chambers. 11/03 REV 12 43‘API510 MODULESS PART UW - WELDING UW -3 Welded Foint Category Case Study 2 ‘The term "Category" as used here in defines the location of a joint in a vessel, but not the type of joint. UW-3(a)(2) Category B. Circumferential welded joints within the main shell, communicating chambers, nozzles, or transitions in diameter including joints between the transition and a cylinder at either the large or small end; circumferential welded joints connecting formed heads other than hemispherical to main shel, to trensitions in diameter, to nozzles or to communicating chambers. ~ vee . d a ioe e LL 5 ‘End Tana 2 SS ined tend emminesing Chanter. Commusining Chanbet 4411/03 REV 12API 510 MODULESS PART UW - WELDING UW -3 Welded Joint Category Case Study 3 ‘The term "Category" as used here in defines the location of a joint in a vessel, but not the type of joint. UW-3(a)(3) Category C, Welded joints connecting flanges, Van Stone laps, tubesheets, or fat heads to ‘ain shell, to formed heads, to transitions in diameter, to nozzles, or communicating chambers; any welded joint connecting one side plate to another side plate of a flat sided vessel, eats] 45 11/03 REV 12‘API 510 MODULESS PART UW - WELDING UW -3 Welded Joint Category Case Study 4 ‘The term "Category" as used here in defines the location of a joint ina vessel, but nat the type of joint. ‘UW-3(@)(3) Category D. Welded joints connecting communicating chambers or nozzles, to main shell, to spheres, to transitions in diameter, to heads, or to flat sided vessels, and those joints connecting nozzles to communicating chambers (for nozzles at the swnall end of a transition in diameter, see Category B). 46 11/03 REV 12APIS10 MODULES. PART UW - WELDING UW -3 Welded Joint Category Exercises 1, The category of a joint depends on: a. What kind of weld was made: fillet or butt. b. The process used to make the weld, ‘¢. Whether it is vertical or horizontal in the vessel 4. None of the above. 2. A circumferential weld to attach a flange is what Category? pose pmAD 3. In the drawing below identify all of the joints by Category. 11/03 REV 12 47API510 MODULES PART UW - WELDING UW-S1 Radiographic and Radioscopic Examination of Welded Joints Overview In UW-51 the requirements for radiographic examination are detailed, ‘When performing radiography to Section VIM Div. 1 of the Code your are directed to Article 2 of Section V for the techniques to be used. The following are highlights of the requirements: 1. A complete set of radiographs shall be kept on file until the final acceptance of the inspector. 2. Personnel performing and evaluating radiographs shall be qualificd using SNT-TC-1A as a guideline for written practices used in their qualification, 3, That paragraph T-285 of Article 2 is « guide only and that final acceptance of radiographs is based on the ability to see the correct penetrameter’s image and the specified hole or wire size as applics. 4, How repaits of defects shall be made in accordance with UW-35 and the techniques for re-inspecting the ‘weld after repair. ‘The repair need not be radiographed if prior to the repair it bas been demonstrated to the inspector's satisfaction that Ultrasonic Testing can disclose the defect. In which case ultrasonics can bbe use to examine the repair for acceptance. 5. That eny indication on a rediographed characterized as a crack or zone of incomplete fusion or penetration is unacceptable, 6. That the limits of elongated indications are based on the materials thickness, 7. Those unacceptable aligned indications are based on total length ofa group and the material's thickness. ‘UW-S1 contains the unacceptable indications for Full Radiography. Also definitions of nominal thicknesses for welded joints and weld repairs. Details of Spot Radiography are covered in UW-52. 48 11/03 REV12API 510 MODULES PART UW - WELDING ‘UW-52 Spot Examination of Welded Joints Overview Spot radiographs use the same techniques as those in UW-S1, but of course are not for the full ength of the ‘weld. The basis for selecting Spot radiography is the desire to use a joint efficiency that will come from Column B of table UW-12. The small print note above the subparagraphs explains the Code's intent for the use of spot radiography. ‘The following are highlights of the requirements for Spot Radiography. 1. One spot radiograph for every 50 ft of weld or fraction thereof fora joint efficiency from column b of ‘Table UW-12. 2. A sufficient number of spots shall! be radiographed to examine each welder o: welding operator in the ‘50-ft increment. In the case where welders weld on opposite sides of the same weld one shot will serve to examine both, 3, The inspector chooses the location of the spot radiography. If the inspector approves and cannot be preseat the fabricator can then choose the location of the spot radiography. Notice that there is no specific location; the welders should never be able to predict the inspector's choice of location. 4, The spot radiography used to pick a joint efficiency from column b of Table UW-12 will not satisfy the requirements of other paragraph such as UW-11 (2)(5)(b); a spot radiograph required for the choosing of 2 joint efficiency from column A of Table 12. 5. Spot radiographs must follow the same rules as full radiographs for techniques. The minimum length of the spot examined must be 6 inches. 6. Indications described as cracks or zones of incomplete fusion or lack of penetration are unacceptable. 7. Slag inclusion or cavity evaluation is based on the thickness of the weld excluding any weld reinforcement (cap). The thickness is based on thinner member if two different thickness that have been. joined by a butt weld. Ifa fillet is welded over a full penetration weld its throat must included in the ‘thickness (f), Indications in a line are described with acceptance standards. 8, Rounded indications are not a factor in the acceptability of welds and are not required to be fully radiogrephed. 9, When a spot radiograph is acceptable the entire weld increment represented is accepted. For example if a longitudinal weld has 65 feet of weld metal only the first 50 feet could be accepted by @ single 6 inch spot radiograph, The remaining 15 feet is represented in the next declared 50 feet increment. 10. Ifthe first spot radiograph reveals welding that does not comply then two additional spots in the same weld increment away from the first spot shall be radiographed (tracers). The choosing of the two spots follows the same rule as the first spot radiograph. 11, Ifthe tracers pass then repair and radiography is allowed for the area that was rejected in the first spot radiograph. 12, Ifeither of the tracers fail there are two options. Cut out the entire increment, re-weld then apply spot radiography again or apply full radiography and repair all defects found, 1103 REV 12 49API'510 MODULES PART UW - WELDING The spot radiography described above is not applied to any specific Category of weld. In a given 50 fect of weld increment there may be Category A, B, C, and D butt welds, The inspector will choose the exact location of the spot radiograph. In cases where spot radiography is a specific requirement of nother paragraph of the Code the location for the spot radiograph is stated within that paragraph. The spot radiography of UW-52 cannot serve double duty; it will not satisfy the spot radiography requirements of any other paragraph. It allows the use ofa joint efficiency from column B of Table UW-12 for all categories of butt joints in that $0 fect increment, Ifthe 50 fect increment were to stop in the middle of a Joint the efficiency of that joint could not come from column B until the next 50 feet increment was spot radiographed, 80 11/03 REV 12APIS10 MODULES: PART UW - WELDING UW-11 Radiographic and Ultrasonic Examination ‘The Code demands 100 % Quality Assurance for some butt-welds (Butt-Welds in Lethal Service are one example). In other services, choices for level of Quality Assurance for butt-welded joints can range from 100 % down to 60%. ‘The Quality of a butt-welded joint determines its Joint Efficiency in the Code. Joint Efficiency depends on the Type of butt joint and the amount of radiography applied. There are other Types of joints besides Dutt-welded allowed in the Code. However they cannot produce Code acceptable rediographs. The tem "Joint Efficiency" is « hold over from the days of riveted vessels. More will be said about this in the coverage of UW-12. ‘There are three levels of radiography per Code, Full, Spot and None, The Code demands Full RT in some cases and allows Full RT, Spot RT or None in others. UW-11(a) Full Radiography specifies when Full Radiography must be performed. There are five instances sited. 1. Butt welds in the shell and heads of vessels used to contain a lethal substance. 2. When the Least nominal thickness at 2 butt weld exceeds a limiting thickness, which is based on the type of material used in the vessel's welded construction, 3. Butt welds in the shells and heads of unfired steam boilers having an operating pressure greater than SO psi. 4, Butt welds in nozzles, communicating chambers, etc. in (1) or (3) above attached to vessels sections or ‘heads that exceed certain limits on thickness or diameter. 5, Categories A&D butt joints. Where full radiography is not mandatory; but desired to obtain a joint efficiency from columm A of Table UW-12. Spot radiography must also be applied to Category B and C butt joints 11/03 REV 12 51API 510 MODULES PART UW - WELDING UW-11 Radiographic and Ultrasonic Examinstion UW-11(b) Spot Radiography. The next option, if full radiography is not mandatory under 1 through 5 above, is spot radiography. This spot radiography can be applied to Category A, B, C, or D butt joints and Will allow a joint efficiency from Column B of Table UW-12. ‘UW-11(¢) No Radiography. [fradiography is not mandatory under any Code requirements it may be omitted for butt-welded joints. If this is the case the joint efficiency must come from Column C of Table UW-12, UW-11 contains the when and where for radiography and ultrasonic examinations. The effect of the degree of radiography is reflected in paragraph UW-12 with a resulting Joint Efficiency "E", The "E* will be used in the thickness requited or pressure allowed calculations for shells, heads etc. The following pages contain araphical representations of the UW-11. ‘UW-11 Radiographic and Ultrasonic Examination (a) Full Radiography. The following welded joints shall be examined for their fall length in a manner prescribed in UW-S1: UW-11 (2)(1) All butt welds in the shells and heads of vessels used to contain lethal substances [see UW- 2); [UW-2(a) limits Category A butt welds to Type 1 and Category B to Type 1 or 2 of Table UW-12]. 52. 1193 REV 12 Fast Track Technical Training 281-482-2253 — www.apiexams.orgAPI 510 MODULES PART UW - WELDING UW-I1 Radiographic and Ultrasonic Examination (@) Full Radiography, ‘The following welded joints shall be examined for their full length in @ manner prescribed in UW-S UW -11(@)(2) All butt welds in which the Zeast nominal thickness at the welded joint exceeds 1 1/2 in. or exceeds the lesser thickness prescribed in UCS-57. Category B and C butt welds in nozzles and communicating chambers that neither exceed NPS 10 nor I 1/8 in. wall thickness do not require any radiographic examination; Palmas eaten sm . alk atate 7 A NO AT equi SES Py recesar ae by) EY pee Ee eu ae atek a 7 RT will change based on the P No. of the material used in construction, ‘See UCS-S7, UNF-57 ete. for mandatory Full RT based on thickness. 11/03 REV 12 53API 510 MODULES PART UW- WELDING ‘UW-11 Radiographic and Ultrasonic Examination (a) Full Radiography. The following welded joints shall be examined for their full length in a manner prescribed in UW-51: UW-11(a)(3) All butt welds in the shells end heads of unfired steam boilers having a design pressure exceeding 50 psi. [see UW-2(6)]; [UW-2(c) limits Category A Butt Welds to Type 1 and Category B to Type 1 or 2 of Table UW-12]. ‘UNPIRED STEAM SOLER PRESSURE EXCEEDS $0 Myer nave FULL coaetn Spe Cay 8411/03 REV 12API 510 MODULES PART UW - WELDING UW-11 Radiographic and Ultrasonic Examination (a) Full Radiography. The following welded joints shall be examined for their full length in a mamner prescribed in UW-51: UW-11 (a)(4) All butt welds in nozzles and communicating chambers, etc., attached to vessel sections or heads that are required to be fully radiographed under (1) or(3) above; however, except as required by ‘UHT-57(a), Categories B and C butt welds in nozzles and communicating that neither exceed NPS 10 nor 1 1/8 in, wall thickness do not require any radiographic examination; — onrese Fu ATREOURED Category 8 Type t 2 LETHAL SERVICE OR UUNRED'STEAM BOKER) 60 pst Estepona ne Ty oly Sperere rs 10170 ick Nef toqabed er iegoyC 2 E 3 11/03 REV 12 55API 510 MODULES PART UW - WELDING UW-II Radiographic and Ultrasonic Examination (a) Full Radiography. The following welded joints shall be examined for their full length in a manner prescribed in UW-51: ‘UW-11(a)(5) All Category A and D butt welds in vessel sections and heads where the design of the joint or partis based on joint efficiency by UW-12(a), in which case: (@ Category A and B butt welds connecting the vessel sections or heads shall be of Type No. 1 or ‘Type No. 2 of Table UW-12; (b) Category B or C butt welds [but not including those in nozzles or communicating chambers except as required in (2) above] which intersect the Category A butt welds in vessel sections or heads or connect seamless vessel sections or heads shall, as rrinimum, meet the requirements for spot radiography in accoréance with UW-52. Spot radiographs required by this paragraph shall not be used to satisfy the spot radiography rules as applied to any other weld increment. ‘Seanese Epet 56 11/03 REV12API510 MODULES PART UW - WELDING uw-L Exercises 1. Fora vessel in lethal service what butt joints must be radiographed in addition to all but joints in the shell and heads? 2, A jointefficiency from Columa A of Table UW-12 is desired for a Category A butt joint in « shel, what extent of radiography must be epplied to this Category A butt joint? What additional requirement must be met? 3. Ifthe least nominal thickness of a butt joint in a vessel exceeds a certain thickness based on the material used in its construction what amount of radiography must be applied? 4, Full radiography is required by UW-11(a)(2) may it be assumed that all butt joints have been fully radiographed? Why or why not? 5. A vessel shell contains 2 Category A butt welded longitudinal joint and a Category D butt welded joint. ‘Must both of these be fully radiographed to use a joint efficiency from Column A of Teble UW-12? 11/03 REV 12 . 87API 510 MODULES PART UW - WELDING Allowable Suesses and Efficiencies Overview ‘There is a relationship between efficiencies and stresses in the Code; that when understood, will allow ‘making calculations with more confidence. What is joint efficiency? What is stress? STRESS ‘Stress as it relates to internal pressure on a vessel is a load in the vessel's material. Stress is measured in pounds per square inch. Our examples vse material that will fail at 60,000 pounds per square inch. ‘ONE SQUARE INCH ‘OF MATERIAL 17.145 LBS. STRESS EQUALS 17.145 POUNDS PER SQUARE INCH Ultimate Stress is the stress value at which a material breaks (fails) ‘ULTIMATE STRESS ‘ONESQUAREINGE OF MATERIAL 7 (9,000 LS ‘ULmaTe siitess EQUALS contD POUNDS PER SQUARE ICH 58 1103 REV 12API'S10 MODULES PART UW - WELDING Allowable Stresses and Efficiencies ‘The Code allows the working stress in a material to be only a fraction ofits Ultimate Stress, The term used is Maximum Allowable Stress. The Maximum Allowable Stress is about 28.5% of the Ultimate Stress for 2 given material. In the first example above the material is loaded to only 28.5 % of the second example, ‘which failed at 60,000 pounds per square inch. The limiting of stress in the Code gives a safety factor of about 3.5 to 1. This is under ideal conditions with no known flaws in the vessel's material. This of course ‘would be seamless material properly inspected or a welded material joined by a Code epproved method and fully rediographed as required in the Code. Most vessels are constructed using welding and welding will introduce flaws into the vessel material, How many and how bad are the flaws? This is answered by the use of nondestructive examination, primarily visual and radiographic, Ifa large enough flaw is present in the base material or the weld, failure can occur at a much lower value of stress, ONE SQUAREINCH OF MATERIAL CRACK FAILURE DUE TO FLAW 28,000 POUNDS PER SQUARE INCH In the Code formulas the Stress Allowed must be multiplied by the joint efficiency 'E’. So SE always appear in the formulas. The reason for using E is to make an adjustment for how certain it is thatthe welded joint is equal to seamless piece of material, In the case of full radiography the couclusion thatthe material is as strong as seamless is made and an Efficiency for a Type No. 1 joint can be 1.0. Fora TypeNO.2 90 can be used, Spot Radiography allows lower joint efficiencies and No Radiography still lower. 11103 REV 12 9API 510 MODULES PART UW - WELDING Allowable Stresses and Efficiencies ‘The previous examples showed heavy weights causing a stress in tension in one square inch of ber material, Ina pressure vessel the intemal pressure causes the stress in tension. There will be a given amount of pounds per square inch over an area thet has the same total effect as the heavy weights end a resulting stress is set up in the vessel's wall. This force wants to tear the vessel apart and must be resisted by the cross sectional area of the vessel's wall. ‘The Code limits the amount of stress that can be applied to a vessel's material and this will limit the pressure llowed or increase the thickness required. The stress in the material caused by the interual pressure is «given special concern when there is 2 welded joint present in the vessel's wall. ‘The expected strength of the material is known, but how sure can we be if there is a potential law contained in a weld or its heat affected zone. Often the weld joint itself causes a change in the sbape of what would otherwise be a uniform cylinder; this will cause what is referred to as a stress raiser. It is safe to say any weld will cause a stress riser to some extent. ‘The Code deals with these stress raisers in two ways; by limiting the stress allowed in the material and by assigning joint efficiencies to welded joints and seamless components. The basis for the efficiency of ‘welded joint is its Type and the emount of radiography it has received. The basis for a seamless component is the amount of radiography any intersecting welds have received. ‘The assigning of joint efficiencies has a definite effect on the thickness of a vessel or component. The higher the efficiency allowed the thinner the material is required to be. How Efficiency Affects the Construction of a Vessel ‘If.a vessel material has an allowable stress of 15,000 pounds per square inch and has a joint that allows an E of .85 ( Type No. I Spot RT) the resulting thickness required will be more than that of seamless mater so the E of .85 isa stress multiplier and ceuses the allowable stress on the material to be lowered which will then drive up the required thickness. More of the material is required because we are only 85% sure that the ‘welded material is as strong as seamless material or a Fully Radiographed Type No. 1 butt-welded joint. SEAMLESS CT tine DOUBLE WELDED FULL RT CT t= tinea DOUBLE WELDED SPOT RT- +

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