Reality Check on Girth Weld Defect Acceptance Criteria

Author(s):  
Gery Wilkowski ◽  
Do-Jun Shim ◽  
Bud Brust ◽  
Suresh Kalyanam

This paper examines the inherent conservatisms of alternative girth weld defect acceptance criteria from the 2007 API 1104 Appendix A, CSA Z662 Appendix K, and the proposed EPRG Tier 2 criteria. The API and CSA codes have the same empirical limit-load criteria, where it has previously been shown that the conservatism on the failure stress is ∼30 to 50 percent compared to pipe test data prior to applying any safety factors. In terms of flaw length, it was found that the API/CSA limit-load equation might allow a flaw of 5% of the pipe circumference, where the properly validated limit-load equation would allow a flaw of 75% of the circumference, i.e., a safety factor of 30 percent on load corresponded to a safety factor of 15 on flaw length for that example case. Similarly there are conservatisms in a proposed EPRG Tier 2 girth weld defect acceptance criterion. This proposed criterion was directly based on curved-wide-plate data to assure that toughness was sufficient to meet limit-load conditions for a curved-wide plate. However, the curved-wide plates are really an intermediate-scale test, and still require proper scaling to pipes of different diameters. The proposed Tier 2 EPRG allowable flaw length is 7T from a large database of curved-wide-plate tests with the a/t value of less than 0.5 (or a < 3mm), and the failure stress being equal to the yield strength of the base metal (also requires the weld metal overmatch the base metal strength, and the Charpy energy at the defect location have a minimum > 30 J and average > 40 J). However, the widths of those curved-wide-plate tests are typically a factor 5 to 12 times less than typical large-diameter pipes. The proper limit-load/fracture mechanics scaling solution would have the flaw length proportioned to the plate width, not the specimen thickness. Additionally, the proper limit-load solution for a pipe in bending gives a much larger tolerable flaw size at the yield stress loading than a plate or pipe under pure tension. Example calculations showed that the EPRG Tier 2 approach is conservative on the flaw lengths by approximately 9 for pure axial tension loading, and between 34 to 79 for a pipe under bending. Suggestions are presented for an improved procedure that accounts for proper limit-load solutions for pipe tests, effects of pipe diameter, effects of internal pressure, and also a much simpler approach to incorporate the material toughness than the 2007 API 1104 Appendix A Option 2 FAD-curve approach. The fracture analyses could evoke SENB, SENT testing, or have relatively simple Charpy test data to assess the transition temperatures to ensure ductile initiation will occur.

Author(s):  
Yong-Yi Wang ◽  
Ming Liu ◽  
David Horsley ◽  
Gery Bauman

Alternative girth weld defect acceptance criteria implemented in major international codes and standards vary significantly. The requirements for welding procedure qualification and the allowable defect size are often very different among the codes and standards. The assessment procedures in some of the codes and standards are more adaptive to modern micro-alloyed TMCP steels, while others are much less so as they are empirical correlations of test data available at the time of the standards creation. A major effort funded jointly by the US Department of Transportation and PRCI has produced a comprehensive update to the girth weld defect acceptance criteria. The newly proposed procedures have two options. Option 1 is given in an easy-to-use graphical format. The determination of allowable flaw size is extremely simple. Option 2 provides more flexibility and generally allows larger flaws than Option 1, at the expense of more complex computations. Option 1 also has higher fracture toughness requirements than Option 2, as it is built on the concept of plastic collapse. In comparison to some existing codes and standards, the new procedures (1) provide more consistent level of conservatism, (2) include both plastic collapse and fracture criteria, and (3) give necessary considerations to the most frequently occurring defects in modern pipeline constructions. This paper provides an overview of the technical basis of the new procedures and validation against experimental test data.


2018 ◽  
Vol 206 ◽  
pp. 01004
Author(s):  
Kang Huang

The aim of this preliminary research is to study the accept tolerance of driven piles with position’s deviation. More than five thousand driven piles were installed in the approach bridge, which adopted two classes, i.e.Φ1.6m steel pipe pile and Φ1.0m spun pile. The original position acceptance criteria was deviation tolerance less than 75mm. This was not reasonable enough to take into account the marine construction conditions. According to a detailed comparison of the existed different standards and simplified calculation with representativeness, The recommended acceptance criteria could be adjusted to 150mm. This study makes up for the lack of Malaysia pile foundation technical specification especially for large diameter driven piles and it will effectively promote the practical application of ones in Southeast Asia infrastructure works.


Author(s):  
Poh-Sang Lam ◽  
Robert L. Sindelar

A typical multipurpose canister (MPC) is made of austenitic stainless steel and is loaded with spent nuclear fuel assemblies. The canister may be subject to service-induced degradation when it is exposed to aggressive atmospheric environments during a possibly long-term storage period if the permanent repository is yet to be identified and readied. Because heat treatment for stress relief is not required for the construction of an MPC, stress corrosion cracking may be initiated on the canister surface in the welds or in the heat affected zone. An acceptance criteria methodology is being developed for flaw disposition should the crack-like defects be detected by periodic Inservice Inspection. The first-order instability flaw sizes has been determined with bounding flaw configurations, that is, through-wall axial or circumferential cracks, and part-through-wall long axial flaw or 360° circumferential crack. The procedure recommended by the American Petroleum Institute (API) 579 Fitness-for-Service code (Second Edition) is used to estimate the instability crack length or depth by implementing the failure assessment diagram (FAD) methodology. The welding residual stresses are mostly unknown and are therefore estimated with the API 579 procedure. It is demonstrated in this paper that the residual stress has significant impact on the instability length or depth of the crack. The findings will limit the applicability of the flaw tolerance obtained from limit load approach where residual stress is ignored and only ligament yielding is considered.


2018 ◽  
Author(s):  
D. Zhou ◽  
T. Sriskandarajah ◽  
M. Bamane ◽  
P. Tews ◽  
S. Dugat

1998 ◽  
Vol 201 (22) ◽  
pp. 3057-3065 ◽  
Author(s):  
WR Corning ◽  
AA Biewener

To evaluate the safety factor for flight feather shafts, in vivo strains were recorded during free flight from the dorsal surface of a variety of flight feathers of captive pigeons (Columba livia) using metal foil strain gauges. Strains recorded while the birds flew at a slow speed (approximately 5-6 m s-1) were used to calculate functional stresses on the basis of published values for the elastic modulus of feather keratin. These stresses were then compared with measurements of the failure stress obtained from four-point bending tests of whole sections of the rachis at a similar location. Recorded strains followed an oscillatory pattern, changing from tensile strain during the upstroke to compressive strain during the downstroke. Peak compressive strains were 2.2+/-0. 9 times (mean +/- s.d.) greater than peak tensile strains. Tensile strain peaks were generally not as large in more proximal flight feathers. Maximal compressive strains averaged -0.0033+/-0.0012 and occurred late in the downstroke. Bending tests demonstrated that feather shafts are most likely to fail through local buckling of their compact keratin cortex. A comparison of the mean (8.3 MPa) and maximum (15.7 MPa) peak stresses calculated from the in vivo strain recordings with the mean failure stress measured in four-point bending (137 MPa) yields a safety factor of between 9 and 17. Under more strenuous flight conditions, feather stresses are estimated to be 1.4-fold higher, reducing their safety factor to the range 6-12. These values seem high, considering that the safety factor of the humerus of pigeons has been estimated to be between 1.9 and 3.5. Several hypotheses explaining this difference in safety factor are considered, but the most reasonable explanation appears to be that flexural stiffness is more critical than strength to feather shaft performance.


2021 ◽  
Vol 130 ◽  
pp. 103911
Author(s):  
Xiaoyan Liu ◽  
Guojun Cai ◽  
Lulu Liu ◽  
Songyu Liu ◽  
Weihong Duan ◽  
...  

Author(s):  
Shinji Yoshida ◽  
Hideo Machida

This paper describes applicability of the 2 parameter assessment method using a reference stress method from the viewpoint of reliability. The applicability of the reference stress method was examined comparing both the GE-EPRI method. As a result, J-integral and limit load at the time of fracture evaluated by the reference stress method is almost equivalent to that by the GE-EPRI method. Furthermore, the partial safety factor (PSF) evaluated by reliability assessment has little difference between two methods, and the required safety factor is enveloped by the safety factor for Service Level-A and B defined in fitness for service (FFS) codes. These results show that of the reference stress method is applicable for J-integral calculation in fracture assessment.


Author(s):  
Erdem Acar ◽  
Jeungun An ◽  
Raphael Haftka ◽  
Nam-Ho Kim ◽  
Peter Ifju ◽  
...  
Keyword(s):  

Author(s):  
Hammam O. Zeitoun ◽  
Knut To̸rnes ◽  
Gary Cumming ◽  
Masˇa Brankovic´

Ensuring subsea pipeline stability on the seabed is one of the fundamental aspects of pipeline design. A comprehensive on-bottom stability design will include a detailed assessment of the hydrodynamic loads acting on the pipeline, the pipe-soil interaction, the structural response and a careful consideration of the acceptance criteria. Pipeline stabilisation is a major cost driver in some locations around the world, where the designer is faced with extreme design challenges including severe metocean conditions, shallow waters, large diameter lines, and uncertain or difficult geotechnical conditions. These may all contribute to complex stabilisation solutions resulting in costly construction techniques. The current knowledge and engineering practice applied in pipeline stability design is mostly based on the work performed during the 80s by the Pipeline Stability Design Project (PIPESTAB) and on the research conducted by the American Gas Association (AGA) in another Joint Industry project (JIP). At the time, these studies were aimed at gaining an understanding of the physics governing pipeline stability, in particular hydrodynamic loads on pipelines and soil resistance. These two aspects were investigated independently from each other. Understanding pipeline stability has evolved over the last decade due to the application of this knowledge, findings from further research work, the introduction and requirements of new pipeline codes, and advances in the understanding of pipe-soil interaction. Recently gained understanding has raised the question whether alternatives to the present design approaches and acceptance criteria, as specified in the design codes, could be developed. The areas of debate include the approach used for addressing pipe soil interaction, the hydrodynamic coefficients to be applied, the design kinematics to be considered, the design methodologies, the acceptance criteria, and compliance with design codes limit states. This paper presents an overview of the current available knowledge for addressing pipeline stability. The aim is to briefly summarise the key aspects of the pipeline stability design process and to include some historical perspective. The paper discusses the advantage and shortfalls of the different approaches with a view to consolidate understanding, rather than to provide a ready-made solution to a complex design problem.


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