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Proposal Of 18Cr-8Ni Based Austenitic Stainless Steel With Superior Stress Relaxation Cracking Resistance

Picture for Proposal Of 18Cr-8Ni Based Austenitic Stainless Steel With Superior Stress Relaxation Cracking Resistance
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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.

Product Number: 51322-17536-SG
Author: Takahiro Osuki, Yuhei Suzuki, Shinnosuke Kurihara, Toshihide Ono, Masaki Ueyama
Publication Date: 2022
Industries: Corrosion Monitoring and Control , Coatings
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$20.00
$20.00

It is known that Stress Relaxation Cracking (SRC) has occurred in welded joints or cold deformation areas and is a severe problem for some units in hydro-treating or hydro-cracking processes. For example, in NACE (1) Paper No.07423 from CORROSION 2007, TNO Science and Industry investigated the SRC ranking of heat resistant alloys and the mechanism of SRC within a Joint Industrial Programme (JIP). They clarified that the major mechanism is due to the formation of both precipitation hardening along dislocations and precipitation free zone along M23C6 carbide at grain boundaries during stress relaxation process in the temperature range between 550°C and 750°C. Stainless alloys S34709 or S30409 indicate higher SRC susceptibility compared with S31609, and requires Post Weld Heat Treatment (PWHT) to prevent SRC. Therefore, end users and fabricators using S34709 or S30409 have a strong interest austenitic stainless steels with superior SRC resistance where PWHT can be eliminated.

In our research, proprietary version S34751 was studied due to its extreme low carbon and higher nitrogen contents. Both stress relaxation testing and thermodynamic calculations revealed that proprietary version S34751 had higher SRC resistance than S34709 and S30409 without PWHT.

It is known that Stress Relaxation Cracking (SRC) has occurred in welded joints or cold deformation areas and is a severe problem for some units in hydro-treating or hydro-cracking processes. For example, in NACE (1) Paper No.07423 from CORROSION 2007, TNO Science and Industry investigated the SRC ranking of heat resistant alloys and the mechanism of SRC within a Joint Industrial Programme (JIP). They clarified that the major mechanism is due to the formation of both precipitation hardening along dislocations and precipitation free zone along M23C6 carbide at grain boundaries during stress relaxation process in the temperature range between 550°C and 750°C. Stainless alloys S34709 or S30409 indicate higher SRC susceptibility compared with S31609, and requires Post Weld Heat Treatment (PWHT) to prevent SRC. Therefore, end users and fabricators using S34709 or S30409 have a strong interest austenitic stainless steels with superior SRC resistance where PWHT can be eliminated.

In our research, proprietary version S34751 was studied due to its extreme low carbon and higher nitrogen contents. Both stress relaxation testing and thermodynamic calculations revealed that proprietary version S34751 had higher SRC resistance than S34709 and S30409 without PWHT.

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Picture for 08454 Stress Relaxation Cracking Of Welded Joints In Thick Sections Of Type-347 Stabilized Grade Of
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08454 Stress Relaxation Cracking Of Welded Joints In Thick Sections Of Type-347 Stabilized Grade Of Stainless Steel

Product Number: 51300-08454-SG
ISBN: 08454 2008 CP
Author: Christian E. van der Westhuizen
Publication Date: 2008
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This paper discusses reactors in hydrocarbon service that experienced numerous cracking problems over a 8-year period, where cracks were confined to the welded zones.  The material is  TP347 stainless steel, welded with E347-16 consumables.
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Predictive Coating Condition Model For Coating Lifetime Under Environmental Stressors

Product Number: 51322-17685-SG
Author: Victoria Avance, Brandi Clark, Liam Agnew, Fritz Friedersdorf
Publication Date: 2022
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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.
Prediction of Atmospheric Corrosion of Carbon Steel Bridge Components in a Changing Climate
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Prediction Of Atmospheric Corrosion On Steel Bridge Components In A Changing Climate

Product Number: 51322-17953-SG
Author: Istemi F. Ozkan, Dario Markovinovic, Hamidreza Shirkhani, Jieying Zhang, Nafiseh Ebrahimi
Publication Date: 2022
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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. 
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