Integrity Evaluation of an Older Vintage ERW Pipeline

2002 ◽  
Author(s):  
Geoff B. Rogers ◽  
Steve C. Rapp ◽  
Garry M. Matocha
Keyword(s):  
Planning Process ◽  
Ultrasonic Inspection ◽  
Mechanical Damage ◽  
Project Planning ◽  
Operating Pressure ◽  
Seam Weld ◽  
Weld Defects ◽  
Natural Gas Pipeline ◽  
Longitudinal Seam ◽  
Future Project

As part of a program to increase the operating pressure of a 20” (508.0mm) natural gas pipeline, a careful plan was developed and executed to ensure the integrity of the pipeline. The pipeline was built in 1943 using linepipe produced having a DC ERW longitudinal seam weld and travels along a densely populated route in the suburbs of Philadelphia. The work plan included ILI inspection methods to detect corrosion (MFL tool), mechanical damage (geometry tool), and ERW seam weld defects (TFI MFL tool). After the anomalies were identified and the necessary pipe replacements were completed, the pipeline was hydrostatically tested prior to being returned to service at the newly established operating pressure. The paper will describe the project planning process used to ensure the fitness and reliability of the pipeline and provide a review of the ILI results, excavations, pipe replacements, and hydrostatic test experiences. Of particular interest were the capabilities and limitations of the TFI tool to detect, discriminate, and size ERW seam weld defects. Seam weld defects were evaluated using ILI inspection methods and in many cases field prove-up ultrasonic inspection methods. When an ERW defect was confirmed by field NDT prove-up, the pipe section was removed and metallographic work was conducted to characterize the ERW flaw size and nature. A correlation was then possible between the sizing capability of the TFI tool, the ultrasonic prove-up method, and the actual defect size. All this information is useful to establish a level of confidence in defect sizing for future project needs. The final validation of the pipeline fitness at the higher operating pressure was established through the successful hydrostatic test. A short summary will be given on how the pipeline fitness was qualified and demonstrated.

Fitness-for-Service of Longitudinal Seam Welds

2010 ◽  
Author(s):  
Dwight D. Agan ◽  
Marvin J. Cohn ◽  
Henry D. Vaillancourt
Keyword(s):  
Operating Temperature ◽  
High Energy ◽  
Management Program ◽  
Piping System ◽  
Operating Pressure ◽  
Seam Weld ◽  
Piping Systems ◽  
Average Operating ◽  
Operating Temperatures ◽  
Longitudinal Seam

A high energy piping (HEP) asset integrity management program is important for the safety of power plant personnel and reliability of the generating units. Hot reheat (HRH) longitudinal seam weld failures have resulted in serious injuries, fatalities, extensive damage of components, and significant lost generation. The HRH piping system is one of the most critical HEP systems. Since high temperature creep is a typical failure mechanism for longitudinal seam welds, the probability of failure increases with unit operating hours. This paper concludes that some seam welded spools in this specific HRH piping system are more likely to fail earlier than other spools, depending on their actual wall thicknesses and operating temperatures. In this case study, the HRH piping system has operated over 200,000 hours and experienced about 400 starts since commercial operation. There are two separate HRH lines, Lines A and B, for this piping system. The 36-inch OD pipe has a specified minimum wall thickness (MWT) of 1.984 inches. Pipe wall thicknesses were measured in 57 spools. The measured spool MWT values varied from 1.981 to 2.122 inches. On average, Line A operated about 8°F higher than Line B. A comparative risk assessment was performed using the estimated average temperatures and pressures throughout the life of this HRH piping system. Data associated with the reported failures or near failures of seam welded Grade 22 piping systems were plotted as log σHoop versus the Larson Miller Parameter (LMP). The range of log σHoop and LMP values for this unique piping system was also plotted, based on the average operating pressure and the range in the average operating temperatures and the measured spool MWT values. The Line A (with a higher average operating temperature) seamed spool having the lowest measured MWT fell slightly above the threshold line of reported seam weld pipe failures. The Line B (with a lower average operating temperature) seamed spool having the lowest MWT is about 10 operating years from reaching the threshold of reported seam weld pipe failures. The Line A seamed spool having the highest measured MWT is about 8 operating years from reaching the threshold of reported seam weld pipe failures. The Line B seamed spool having the highest measured MWT is more than 18 operating years from reaching the threshold of historical seam weld pipe failures.

An Improved Methodology for Prioritizing Pipelines With Respect to Fatigue Cracking of Seam Weld Flaws

2020 ◽  
Author(s):  
Michael Turnquist ◽  
Nader A. Al-Otaibi ◽  
Nauman Teshin ◽  
Mohammed A. Al-Rabeeah
Keyword(s):  
Additional Data ◽  
Fatigue Cracking ◽  
Primary Concern ◽  
Operating Pressure ◽  
Electric Resistance ◽  
Seam Weld ◽  
Pressure Cycle ◽  
Weld Fatigue ◽  
Longitudinal Seam ◽  
Submerged Arc

Abstract The threat of pressure cycle induced fatigue cracking of flaws associated with the longitudinal seam weld continues to be a primary concern for pipeline operators. Cyclic pressure loading can cause initial manufacturing flaws in a seam weld to sharpen and grow over time. While this behavior is most prevalent in pre-1979 electric resistance welds (ERW) and electric flash welds (EFW), historical data also shows that submerged arc welds (SAW) have been observed to develop cracks at the toe of the weld, and those cracks have exhibited fatigue growth from transit fatigue, operating pressure cycles, or both. When managing a large pipeline network, it is important to understand which pipelines exhibit higher priority with respect to seam weld fatigue cracking. While there are industry-accepted methodologies used to prioritize pipelines with respect to seam weld integrity (TTO-5 [1] and API RP 1176 [2] being the most well-known), these methodologies can be improved upon when specifically considering fatigue. Saudi Aramco and Quest Integrity developed a detailed methodology to determine a prioritization for a group of pipelines specifically with respect to seam weld fatigue cracking. This improved methodology was specially tailored to consider additional data available in Saudi Aramco’s records to rank the likelihood for a fatigue failure to occur. This initial prioritization will be used to implement a more rigorous program to manage their assets. Additional data gathered in subsequent assessments can be included to refine the prioritization. The primary metrics used to determine the prioritization are pressure cycle aggressiveness, predicted remaining life with respect to recent hydrostatic testing, and the API 1176 Annex B prioritization classification.

Ranking and Sensitivity Analysis of Key Factors for Successful Project Management Performance: An Application of AHP for Oil and Gas Sector

2018 ◽  
Vol 6 (2) ◽  
Author(s):  
Farhaj Ishtiaq ◽  
Mirza Jahanzaib
Keyword(s):  
Sensitivity Analysis ◽  
Project Management ◽  
Analytical Hierarchy Process ◽  
Oil And Gas ◽  
Planning Process ◽  
Project Planning ◽  
Key Factors ◽  
Management Performance ◽  
Hierarchy Process ◽  
Oil And Gas Sector

<p>Complexities faced by oil and gas projects due to uncertainty and risk, demand the implementation of project management techniques for their successful completion. Therefore, this is made by using analytical hierarchy process, to identify and prioritize the key factors for successful project management performance of oil and gas projects. These factors are categorized into three groups which include attributes of project staff, project planning process and assessment of project quality. Using expert choice, a hierarchy is developed followed by pairwise comparison based upon data collection from industrial experts of oil and gas sector. Results of analytical hierarchy process (AHP) concluded that, project completion within estimated time and budget, clarity of objectives and involvement of top management are most crucial elements for improvement in project management performance of oil and gas projects. Whereas sensitivity analysis being carried out according to three different scenarios highlighted factors according to their relative importance.</p>

Logic Model Development to Aid Project Planning

2018 ◽  
Author(s):  
Annette Johnson ◽  
Cassandra McKay-Jackson ◽  
Giesela Grumbach
Keyword(s):  
Service Learning ◽  
Planning Process ◽  
School Administrators ◽  
Model Development ◽  
Project Planning ◽  
Logic Model ◽  
Complex Theory ◽  
School Based ◽  
Systematic Fashion ◽  
Graphic Depiction

The logic model, a tool that has been around since the 1970s, was defined by Bickman (1987) in the late 1980s and became popularized in the 1990s. Bickman saw the logic model as a presentation of how the program will work to solve identified problems under certain conditions. Basically, a logic model shows a graphic depiction of a program, its goals, and underlying assumptions and a plan of action and outcomes. This model is helpful for the school- based practitioner to clearly articulate critical service learning (CSL) goals to school administrators. According to the Kellogg Foundation, a logic model provides a visual way to present a program in a systematic fashion (Kellogg, 2004). In this instance, it is a visual map of the CSL project depicting the project’s goals. This includes articulating the understanding of CSL and why it is believed it will work; providing a concise format to share with others; and conveying the relationships among the resources available to operate the program, the activities planned, and the desired changes or results. In sum, the logic model represents a graphic depiction of CSL and its benefits. One benefit of using the logic model is that it helps the school- based practitioner think through the CSL project- planning process in its entirety as youth develop and plan activities, identify needed resources, and anticipate what is needed to evaluate it. Practitioners may use the logic model in a couple of ways: (a) The logic model can demonstrate the benefits of the CSL project to administration to gain buy- in; and (b) once the program is launched, the logic model may be used to incorporate what the youth envision. The school- based practitioner must remain true to the CSL tenets of allowing youth to plan and design the project. Perhaps one of the nicest benefits of a logic model is that it creatively illustrates the CSL program’s components to stakeholders in a succinct way. A completed logic model allows stakeholders to quickly review the program’s goals, activities, and projected outcomes; furthermore, it presents a summary of complex theory as understandable units.

Programming Safety Improvements on Pavement Resurfacing, Restoration, and Rehabilitation Projects

2005 ◽  
Vol 1922 (1) ◽  
pp. 73-78 ◽  
Author(s):  
Cameron Grile ◽  
Katharine M. Hunter-Zaworski ◽  
Christopher M. Monsere
Keyword(s):  
Planning Process ◽  
Cost Effective ◽  
Project Planning ◽  
Pavement Preservation ◽  
Study Approach ◽  
Highway Network ◽  
Road Geometry ◽  
Traffic Volumes ◽  
To Receive

As part of the project planning process, highway agencies must allocate limited funding to a substantial list of projects that exceeds available resources. For preservation projects, a key component of this decision is to determine which projects receive safety improvements and which are “pave only.” Traditionally, this decision has been made project by project, with the possible result of a selection that does not maximize safety benefits. This paper takes a case study approach and applies a new tool developed in NCHRP Report 486, the Resurfacing Safety Resource Allocation Program (RSRAP), to a subset of the Oregon Department of Transportation's (DOT's) highway network. The RSRAP tool maximizes safety improvements for a given set of projects and budget. Thirty-three projects scheduled to receive a new road surface were selected and analyzed with RSRAP. These projects were subdivided into smaller sites to meet the assumptions of RSRAP. Road geometry, traffic volumes, and crash history for each site were collected and input into the program. The type and cost of the safety improvements output by RSRAP were compared with those selected by Oregon DOT. This research determined that RSRAP, which selected more projects for safety improvements than did Oregon DOT, is a tool that could be used by the department to select various safety improvements on pavement preservation projects. It was also determined that the budget used by Oregon DOT was large enough that all cost-effective improvements could be made.

Context-Sensitive Solutions in the Planning Process

2005 ◽  
Vol 1904 (1) ◽  
pp. 75-83
Author(s):  
Janet D'Ignazio ◽  
Julie Hunkins
Keyword(s):  
North Carolina ◽  
Long Range ◽  
Planning Process ◽  
Project Planning ◽  
Staff Members ◽  
Context Sensitive ◽  
North Carolina Department ◽  
The North ◽  
Long Range Planning ◽  
Institutional Challenges

During the past 5 years, there has been a national movement to integrate context-sensitive solutions (CSS) into transportation project planning and design. Applying CSS principles in the long-range planning process would help ensure that projects were CSS friendly from their earliest conception. This possibility has prompted CSS experts to discuss how CSS can be integrated into long-range planning. Two environmental stewardship initiatives under way at the North Carolina Department of Transportation (NCDOT) provide a unique opportunity to explore this area. In the first initiative, NCDOT has a substantial CSS training program in place. To date, nearly 800 staff members and consultants have attended 3-day CSS training courses. In a separate stewardship initiative, NCDOT is redesigning the traditional thoroughfare plan process to create a new comprehensive transportation plan (CTP) process. Although these two initiatives have not been explicitly connected, this discussion examines how CSS principles are embedded in the proposed CTP process. However, substantial technical and institutional challenges must be dealt with before the CSS-based CTP process can be implemented fully. The conclusion of this discussion is that a state-of-the-practice, long-range transportation planning process should incorporate the CSS principles and decision-making characteristics that have been adopted in North Carolina.

Planning for Purging and Loading of a Newly Constructed Gas Pipeline System Using a Pipeline Simulator

2000 ◽  
Author(s):  
Mo Mohitpour ◽  
J. Kazakoff ◽  
Andrew Jenkins ◽  
David Montemurro
Keyword(s):  
Natural Gas ◽  
Planning Process ◽  
Gas Pipeline ◽  
Simulation Technique ◽  
Pipeline System ◽  
Methane Gas ◽  
Natural Gas Pipeline ◽  
Air Interface ◽  
Simulation Results ◽  
Constant Practice

Purging of a gas pipeline is the process of displacing the air/nitrogen by natural gas in an accepted constant practice in the natural gas pipeline industry. It is done when pipelines are put into service. Gas Pipelines are also purged out of service. In this case they are filled with air or other neutral gases. Traditionally, “purging” a newly constructed pipeline system is carried out by introducing high pressure gas into one end of the pipeline section to force air out of the pipeline through the outlet until 100% gas is detected at the outlet end. While this technique will achieve the purpose of purging air out of the pipeline, it gives little or no consideration to minimizing the emission of methane gas into the atmosphere. With the advances of the pipeline simulation technology, it is possible through simulation to develop a process to minimize the gas to air interface and thereby minimize the emission of methane gas. In addition, simulation can also be used to predict the timing of purging and loading of the pipeline. Therefore, scheduling of manpower and other activities can be more accurately interfaced. In this paper a brief background to purging together with a summary of current industry practices are provided. A simplified purging calculation method is described and a simulation technique using commercially available software is provided for planning purging and loading operations of gas pipeline systems. An Example is provided of a recently constructed pipeline (Mayakan Gas Pipeline System) in Mexico to demonstrate how the planning process was developed and carried out through the use of this simulation technique. Simulation results are compared with field data collected during the actual purging and loading of the Mayakan Pipeline.

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