Celebrate World Corrosion Awareness Day with 20% off eCourses and eBooks with code WCAD2024 at checkout!
The essence of this paper is to talk about internal corrosion found in deadleg piping at the Enbridge Gas Transmission, & Midstream (GTM) Egan Hub Partners Storage Facility and especially how the corrosion was evaluated after the deadlegs were removed. The salt dome cavern storage facility is in south central Louisiana. The internal corrosion was found in the piping that comes from the storage caverns and goes through pressure reduction stations and then through dehydrations systems.
We are unable to complete this action. Please try again at a later time.
If this error continues to occur, please contact AMPP Customer Support for assistance.
Use this error code for reference:
Please login to use Standards Credits*
* AMPP Members receive Standards Credits in order to redeem eligible Standards and Reports in the Store
You are not a Member.
AMPP Members enjoy many benefits, including Standards Credits which can be used to redeem eligible Standards and Reports in the Store.
You can visit the Membership Page to learn about the benefits of membership.
You have previously purchased this item.
Go to Downloadable Products in your AMPP Store profile to find this item.
You do not have sufficient Standards Credits to claim this item.
Click on 'ADD TO CART' to purchase this item.
Your Standards Credit(s)
1
Remaining Credits
0
Please review your transaction.
Click on 'REDEEM' to use your Standards Credits to claim this item.
You have successfully redeemed:
Go to Downloadable Products in your AMPP Store Profile to find and download this item.
This paper focuses on the corrosion behaviour of high strength flexible wire material immersed in de-aerated 3.5% NaCl solution under 40bar CO2 partial pressure at different test temperatures: 30°C, 40°C and 60°C; different CO2 fluxflux: 0.1ml/min/cm2 and 0.0008ml/min/cm2; different volume of solution to surface area of sample (V/S) ratios: 1ml/cm2 and 0.3ml/cm2 and test durations: 2 and 4 months. The tests were carried out in a lab-scale test system designed and built at TWI Ltd for the simulation of complex annulus environments. The corrosion rates and the maximum depth of the localized attack for tests at different temperatures were recorded as: 30°C>60°C>40°C. This is linked with the stability, structure and thickness of the precipitated iron carbonate scaling. The lowest corrosion rate was recorded for the test with the lowest V/S and slowest CO2 flux, linked with a thin and compact iron carbonate layer. The effect of the flow and degree of confinement are significant at high CO2 partial pressures.
Use of corrosion inhibitors (CI) to protect metallic equipment, especially carbon steel pipelines from corrosion has long been an established, effective, economic, and hence globally accepted technique. The oil and gas industry has been using CIs to protect the pipelines under various exposure conditions including sour and sweet services . Complete understanding of corrosion mechanisms under sour conditions and protecting pipeline steel under such conditions has always been a challenging task due to the complexity of such systems.
Technologically advanced, fully-digital ultrasonic wall-thickness measurement systems coupled with Internet of Things (IoT) back-haul data communication schemes, including cellular, are enabling transportable,accurate and cost-effective corrosion-monitoring systems.
Simulation and modeling of corrosion processes is an area of research that has seen significant growthin recent decades, with technological advancements drastically reducing the time required to solve theequations that underpin real-world physics. Predicting the behavior of a system computationally, whendone accurately, provides great benefit complementing experimental testing to further explain what ishappening within the corrosion process. There have therefore been multiple predictive models producedover the years to achieve this aim. Within the realm of carbon dioxide (CO2) corrosion, Kahyarian et al.
It is well known that the hydrodynamics of fluid flow directly influences the corrosion process, as shownin various experiments utilizing rotating electrodes and flow loops to measure corrosion withinturbulent flow. However, when fluid is flowing through a pipe, there is a phenomenon known as the ‘noslipcondition’ which causes the velocity of the fluid to tend to zero as it reaches the wall. For straightpipe flow, this follows the ‘universal law of the wall’ (Figure 1) which separates flow into 3 domains: fullyturbulent flow, the buffer layer, and the viscous sublayer (also known as the boundary layer) which is thebeing modelled here.
This trial demonstrated that ultrasonic monitoring can be applied to detect changes in real-life corrosion rates in a short time (3 weeks). This short feedback time can be used to give advanced warnings on corrosion issues on bends, T-pieces or other areas.
In Corrosion/2021, the authors introduced a molecular mechanistic model that quantifies and predicts SNAPS corrosion rates. During Corrosion/2022, we presented the mechanistic corrosion prediction framework describing the molecular basis of the model’s reactions, kinetics, and mass transport of ROSC to vessel walls. In this molecular model, sulfidation corrosion is calculated for direct heterolytic reaction of ROSC with solid surfaces.
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.