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Aluminum (Al) alloys are the most common non-ferrous metals used (approximately 25 million tons per year) and the second most commonly used metal alloy after steel1. Some of the properties of Al alloys that attribute to their worldwide use include lightness, thermal conductivity, electrical conductivity, suitability for surface treatments, and corrosion resistance. Al alloys are also combined with other metals/materials to achieve desired properties for specific applications. Al alloys can be joined to other materials with ease to enhance their combined properties with the following techniques: welding, bolting, riveting, clinching, adhesive bonding, and brazing1.
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There are more than 47,000 publicly-owned roadway bridges in Canada.1 Over 25% of these bridges have main structural load bearing components made of structural steel (i.e., truss and steel girder bridges) based on data from the Ministry of Transportation, Ontario – MTO.2 According to Statistics Canada, the condition of approximately 40% of these bridges is rated as either very poor (unfit for sustained service), poor (increasing potential of affecting service), or fair (requires attention).3 It was reported by Koch et al.4 that corrosion is one of the main reasons that lead to structural deficiency of steel components of highway bridges. Especially in marine environments, steel bridges are at risk of high rates of corrosion, particularly beyond 15-20 years in service.5 This observation can be expanded to locations where the use of de-icing salt is common practice such as urban areas in North America. In addition, future climatic changes that are evident (i.e., change in temperature and relative humidity) may potentially affect the rate of corrosion-induced deterioration and affect the resistance of bridges against various load types throughout their life-cycle.
The corrosion of aircraft costs the U.S. Department of Defense billions of dollars annually and accounts for a significant portion of maintenance time and costs.1 Coatings are the most effective way to protect aircraft, but they have a finite lifetime and must be maintained or replaced before the underlying substrate is damaged by corrosion. Current aircraft maintenance practices call for coating inspections and maintenance based on elapsed time and not on measurements of coating health. Coating lifetime varies depending on the environmental stressors experienced in service, including temperature, humidity, and salt loading.
The Nuclear Regulatory Commission’s (NRC’s) approach to preparing to regulate and review industry proposals for using advanced manufacturing technologies (AMTs) in commercial nuclear applications focuses on identifying differences with AMT relative to conventional manufacturing. Initial AMTs based on industry interest include laser powder bed fusion (LPBF) and laser-directed energy deposition (L-DED) additive manufacturing (AM) methods, powder metallurgy-hot isostatic pressing (PM-HIP), electron beam welding (EBW), and cold spray (CS).
Biocides are used in hydraulic fracturing operations to control the growth of contaminant microorganisms that lead to corrosion, souring, and conductivity loss.1,2 A variety of biocides are utilized and can be classified by mechanism of action, speed of kill, and the length of residual activity.In general, rapid-acting biocides such as chlorine dioxide (ClO2) and DBNPA (2,2-dibromo-3- nitrilopropionamide) inactivate bacteria quickly but have little to no residual activity. Glutaraldehyde (Glut) reacts more slowly and provides some residual activity, particularly at lower wellbore or reservoir temperatures.
Metal loss due to corrosion is a universal phenomenon in refineries which could in turn cause leakage or explosion if not well monitored. There are several units in a refinery such as crude distillation unit, hydro-processing unit, acid alkylation unit, etc. In each unit, there are hundreds of pressure vessels which have different potential damage mechanisms. Hence, it’s critical to establish an effective and efficient way to monitor thickness changing behavior.
Extensive guidelines have been published for selecting where to search for corrosion under insulation (CUI). The guidelines are based on CUI failures and near misses. Piping CUI inspection programs collect the data outlined as relevant in specific company practices.
Various austenitic stainless steels such as UNS S30409, S31609, S32109 and 34709 are widely used in complex refinery or chemical plants at temperature ranges between 550°C and 950°C. However, Stress Relaxation Cracking (SRC) in welded joints or cold deformed parts has been a serious problem during fabrication or operation. Several researches were conducted to construct SRC test methods. This included the evaluation of SRC susceptibilities among various austenitic stainless steels and to determine SRC mechanism within TNO Science and Industry or JIP1-4. It was concluded that SRC was caused by the accommodation of strain due to both carbide/nitride precipitation hardening inhibiting dislocation movement and the formation of precipitation free zone along the M23C6 carbide at grain boundary during stress relaxation process of welding residual stresses at temperatures between 550°C and 750°C.
SCC in Fe- and Ni-base alloys has been observed in high temperature water, both in the laboratory tests and in BWRs. SCC results from complex interactions of ~10 primary variables and hundreds of secondary variables, broadly categorized in terms of stress, environment and microstructure.
A database of SCC growth rates in commercial austenitic stainless steels exposed to pressurized water reactor (PWR) primary water environments was developed and analyzed from international data in high temperature water, with an emphasis on deaerated or hydrogenated water while also including water containing oxygen. Crack growth rate (CGR) disposition equations were derived to reflect the effects of stress intensity factor (K), temperature, Vickers hardness (HV, to represent retained deformation), with enhancement factors for oxygen-containing, high corrosion potential conditions. The tolerance to chloride and sulfate impurities in PWR primary water was also evaluated.
This paper will discuss the crack growth rates measured for four different heats of HIP material and discuss possible relationships with hardness and stress intensity factor, along with considerations of grain size and features observed on the fracture surface.
This paper presents the laboratory qualification program utilized to compare four lining systems for application down to -10°C (14°F). The lining systems were applied and cured at -10 °C (14 °F). Cure of the lining systems was monitored using differential scanning calorimetry and adhesion testing, while the performance of the linings was evaluated using electrochemical impedance spectroscopy, and autoclave and standard atlas cell testing. One of the four lining systems, Product C, a 71% volume solids epoxy that contained zinc phosphate, exhibited the most potential for low temperature field implementation.