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PRESSURE SAFETY VALVE

REPAIR AND RECERTIFICATION
MANUAL

Prepared by G Smith
2nd May 2008

Pressure Safety Valves are precision safety related items and should be
treated at all times with the respect due to such important items that might
be relied upon at some time to protect life and property.

1
 PRESSURE SAFETY VALVE
REPAIR AND RECERTIFICATION
MANUAL

Index
Section 1 Introduction
Section 2 Types of Pressure Safety Valve
Section 3 Uses for Pressure Safety Valves
Section 4 Operation of a PSV
Section 5 Adjustments of a PSV
Section 6 Process of PSV Recertification
Section 7 Pre-Disassembly Inspection and Testing
Section 8 Disassembly, Cleaning and Inspection
Section 9 Refurbishment of Seating Surfaces
Section 10 Reassembly and Adjustment
Section 11 Testing and Certification
Appendices
Appendix 1 Definitions and Abreviations
Appendix 2 PSV Failure Modes and Possible Causes
Appendix 3 API 526 Orifice Sizes

Appendix 4 – PSV Examination and Test Report

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 Section 1 Introduction
This document covers the recertification of Pressure Safety Valve (PSV) including
disassembly, refurbishment, reassembly and testing. It also covers design, operation
and applications of different types of PSV. The safety related aspects of the use of
PSVs in pressure containing plant is explained.
The Appendices include additional background information on PSVs, including
definitions and abbreviations, failure modes and causes, and orifice size data form
API Std 526.
Safety Related Application
The primary function of a Pressure Safety Valve is a Safety Function, to protect life
and property by preventing catastrophic failure of a vessel or pipe system due to
dangerous over-pressurisation. It does this by automatically opening without the
assistance of any energy other than that of the process medium concerned, and
discharging a required quantity of system fluid to prevent an increase in pressure
above the system design pressure.

In many cases, the PSV is the safety device which, if all other controls fail, prevents
overpressure and possible explosion of the system. The only power required to
operate a PSV is the system pressure itself.

A secondary function of a PSV is an operational one, to remain closed up to its set

pressure, and close below the acceptable closing pressure and be leak tight over the
normal system operating pressure range.

Names Used to Describe Pressure Safety Valves

There are several names used for describing pressure safety valves, often with a
particular definition in mind. In some cases it may depend on which industry the
valve is being used as to what it is called.
The names given to such valves include the following:- Safety Valves, Relief
Valves, Safety Relief Valves, Pressure Safety Valves, and Pressure Relief Valves.
Appendix 1 of this document covering Definitions and Abbreviations gives more
details on the differences inferred by these names.
It should be emphasised that as well as the normal respect that should be given to
any pressure retaining device, a PSV is a highly important Safety related precision
item and should be treated with great respect. It should not be modified or adjusted
from the manufacturer’s design or specification without the approval of the
manufacturer or compliance with published information from the manufacturer.

3
 Section 2 Types of Pressure Safety Valve
Modern Pressure Safety Valves types fall into two main categories, direct spring
loaded and pilot operated. The first of these types, direct spring loaded, can be sub-
divided into two types, conventional and balanced bellows. There are other types of
direct loaded PSVs, including Deadweight, Lever Operated Weight and Torsion
Bar, however, these are rarely found in modern Petro-chemical plant and for this
reason are not included in the scope of this manual.
Pilot operated PSVs are also available in two types, Pop action and Modulating.
These are described in detail further in this section.
In all PSV types, the main elements of the PSV are the same, namely a passage
from the valve inlet leads to a circular seat, on which a loaded disc is held, keeping
the valve closed and holding pressure. When the pressure at the inlet reaches a
predetermined level (known as the set pressure), disc lifts away from the seat
allowing the process fluid to flow through the valve and leave at its outlet. The
primary function of the PSV is to allow sufficient quantity of process fluid to flow
to prevent the system pressure rising above a maximum allowable level. When the
pressure falls below the set pressure the PSV closes by the disc returning to its
original position on the seat, and to a leak tight state below the PSV set pressure.
Another feature which affects all types of PSVs is the type of seating, either metal to
metal, or ‘soft’ seating. Metal to metal seating consists of polished surfaces on the
disc and the nozzle seat forming a seal. Soft seating involves either the disc or the
seat having an elastomeric or plastic sealing component, which performs the sealing
function, with metal seating available as backup should the soft seat component fail
in service. These difference types will be covered in the refurbishment procedures in
this document.
1. Spring Loaded Conventional PSV
The most common type of PSV is the conventional spring loaded type, without any
pressure balancing feature such as bellows. An example is shown in Figure 1.
The type has a direct acting helical coil spring which applies load to the disc. The
set pressure is determined by the compression on the spring and the sealing area of
the disc on the seat. As the system pressure rises, it produces a force opposing the
spring force, and when these forces are equal (the set pressure), any further increase
in pressure results in the disc lifting away from its seat, allowing process fluid to
flow through the PSV, which restricts any further pressure rise to an allowed
acceptable percentage above the set pressure.

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 Figure 1 Conventional Spring Loaded PSV

The conventional type PSV is suitable for simple applications where the installation
of the PSV is directly situated on a vessel or pipeline, and where the system
imposed pressure at the PSV outlet is constant. Note that if the PSV has a constant
superimposed backpressure at its outlet, this needs to be taken account of when
adjusting the spring load to achieve the required differential set pressure of the PSV.
This will be explained in more detail Sections 4, 8 and 9.
2. Spring Loaded Balanced Bellows PSV
A variation on the spring loaded PSV type, the Balanced Bellows type is similar to
the Conventional Spring Loaded type in that its set pressure load on the disc is
provided by a compressed helical spring. The main difference in design is the
addition of a bellows attached to the upper side of the disc, which has a mean
diameter the same as the sealing diameter of the disc and seat. An example is shown
in Figure 2.

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 Figure 2 Balanced Bellows PSV

The spring of the Balanced Bellows PSV performs the same function as in a
conventional PSV. However, the set pressure is not affected by a variable
superimposed outlet pressure, because the forces resulting from this backpressure
act equally in either direction on the PSV disc assembly. It is, therefore, not
necessary to make any compensation for the backpressure when adjusting the spring
load and set pressure of the Balanced Bellows type. This will be discussed in more
detail in Section 4 and subsequent sections.
The Balanced Bellows Type PSV is used mainly where there is a variable
superimposed backpressure on the outlet of the PSV. There are, however, limits to
the backpressure that can be accepted, due to the pressure limitations of the bellows,
which by necessity need to be made from very thin metal in order to remain flexible
and allow the valve disc to lift the required distance away from the seat to achieve
the flow.

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3. Pilot Operated PSV – Pop Action
The Pilot Operated PSV is in effect two valves in one, the Main Valve and the Pilot
Valve, an example of this type is shown in Figure 3.
Figure 3 Pop Action Pilot Operated PSV

It uses a different loading mechanism to that of the direct loaded spring type. Instead
of the load coming from a compressed spring, the Pilot Operated Type uses the
process fluid pressure from the PSV inlet fed to a piston connected to main valve
disc in the body of the valve. The piston is larger in diameter than the disc, resulting
in a net force on the disc, keeping it closed on the seat against the inlet pressure.
Without some means of interrupting this state of affairs, the PSV would never open
because the pressure acting on the piston being the same pressure as that trying to
push the disc open, would always provide a greater force keeping the valve closed.
To allow the Pilot Operated PSV to open, the pressure feed to the piston chamber is
through a Pilot Valve (from which the type gets its name), which is, in effect, a
small spring loaded in-line PSV. The set pressure adjustment is done to the Pilot
Valve. At pressures up to the desired set pressure, the pilot valve allows an
uninterrupted passage between the inlet of the main valve and the piston chamber.
On reaching the set pressure, the pilot valve closes this passage and simultaneously
vents the piston chamber allowing the pressure above the piston in the main valve to
fall, which reduces the force applied to the disc, allowing the pressure in the main

7
PSV to open the disc and relieve process fluid through the PSV, thus controlling and
limiting the pressure rise in the system.
When the pressure has been relieved and has fallen below the set pressure by the
required percentage, the Pilot Valve returns to its normal operating mode, closing
the piston chamber vent and restoring the flow passage from the main valve inlet to
the piston chamber. The reapplication of pressure above the piston restores the force
on the piston, which is sufficient to close the main valve disc, returning the PSV to
its closed position.
4. Pilot Operated PSV – Modulating Action
The modulating type of Pilot Operated PSV shown in Figure 4 is very similar to the
Pop action type in its means of operation. The main difference is in the Pilot Valve
which, instead of lifting fully at the set pressure, progressively lifts as the pressure
increases beyond the set point. This allows the main valve to also open
progressively as the set pressure is exceeded, providing full lift by the time the
pressure has risen above the set pressure by 10%. This type is more suitable than
Pop acting valves for some applications where the sudden surge of flow produced
when a Pop action valve lifts could cause a problem of shock loading or vibration to
the system.
Figure 4 Modulating Pilot Operated PSV

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 Section 3 Uses for Pressure Safety Valves
Pressure Safety Valves are fitted to any pressure containing system where it is
critical from a safety aspect to provide fail safe over-pressure protection to that
system. In practice PSVs are fitted to pressure vessels, pressure containing
pipework, and other pressure containing equipment such as pumps and
compressors.
The PSV normally is attached at its inlet (high pressure side) to a branch or
connection on the vessel or pipeline, and its outlet (low pressure side) connected via
pipework to a suitable discharge place, typically a low pressure tank or vessel, drain
system, flare or, in some cases, to atmosphere where permitted. Typical examples of
PSV installations are shown below in Figure 5 and Figure 6.
Figure 5 Typical Conventional PSV Installation

As was outlined in Section 1, the main duty of a PSV is to provide automatic

protection of persons, equipment and property by preventing dangerous
overpressure beyond that which the system is designed and which might otherwise
result in explosion of the vessel, pipework or equipment. As the operation of a PSV
is fundamentally safety related, it is required to carry out this function automatically
without the addition of external control or power supply, which could otherwise fail
under worst case scenarios, when needed to operate the valve. The only energy
needed, therefore, and allowed to operate a PSV is the energy contained by the fluid
in the system which the PSV is protecting.

9
A PSV must not be used as a routine or regular method of regulating pressure in a
system. The reason for this is that a PSV is a precision safety related device which
can be damaged by abuse and over use. Also, the continual lifting and discharge of
process product is wasteful to the plant operation and to the environment. The PSV
must be the last line of defence against overpressure, should other control systems
fail to regulate the pressure within the normal extremes of plant operation.
As a part of a pressure system, a PSV is expected to remain leak tight through the
seat under normal operation both before lifting to relieve pressure and after
returning to the closed position. For this reason, the design and correct selection of
PSV type is important in order to provide the seat leak tightness required. The
operation of the plant should be adequately controlled to minimise the lifting and
discharge through PSVs in order to minimise the damage caused by erosion and
possible seat leakage after discharge.
In Figure 6, note the two options available for pressure sensing, integral and remote.
Integral sensing is normally used as this is the less costly option and requires no
additional pipework or remote connections. The remote sensing option is used to
avoid ‘chattering’ when the pressure drop in the inlet line leading to the PSV during
PSV discharge may exceed 3% of the set pressure. Refer Appendix 2, Step 2.4.
Figure 6 Typical Pilot Operated PSV Installation

10
 Section 4 Operation of a Pressure Safety Valve
The operation of a PSV occurs automatically when the pressure in a system rises to
a pre-determined maximum safe working limit, and the set pressure of the PSV. No
external power source is needed, or control input signal is required.
Operating Pressure Cycle of PSV
The typical operation of a PSV can be represented by the diagram below contained
in API RP 520 Part 1, showing the stages in operation compared with the
percentage of PSV set pressure. The following sections describe in detail the
operating cycle of a PSV as the pressure rises and falls in the system.

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PSV Set Pressure
Often the PSV set pressure is the maximum allowable working pressure of the
system, which may also be the system design pressure. The PSV should never be set
at a higher pressure than either of these, but can be set lower if required for
operational reasons. You may be asking why the PSV can be set as high as the
maximum working pressure, because the PSV is allowed a further increase in
pressure (usually 10%) to achieve full lift and rated discharge. The reason this is
allowed is because the pressure vessel design codes have a safety factor in the
maximum working pressure to allow for the additional pressure required for PSV
operation. This can be seen on the pressure diagram above.
Normal System Operating Pressure
Normal operating pressure of the system should ideally be no more than 90% of the
PSV set pressure for a conventional PSV and 95% of set pressure for a Pilot
Operated PSV. This is to avoid the possibilities of leakage when operating too close
to the PSV set pressure, and operating at pressures at which the PSV has not been
tested for leak tightness.
The other reason for keeping the system operating pressure a reasonable margin
below its set pressure is to allow for ‘blowdown’; the percentage below set pressure
at which the PSV closes on falling pressure after lifting. If the operating ratio was
too small, PSV may not close before reaching the system operating pressure, and
continue to blow. The closing pressure of a PSV can vary from type to type, and the
service fluid. Simple designs are non-adjustable, other types have an adjustable
blowdown, usually factory set according to the particular set pressure and service
fluid, but in some cases, steam duty for instance, may be adjusted during on site
commissioning.
Rising Pressure Between Normal System Pressure and PSV Set Pressure
In the event of the system pressure increasing above its normal operating pressure,
and continues to rise, the PSV will automatically commence to lift at its set
pressure, and relief system fluid through the PSV to a, designated discharge space at
a lower pressure. Before the pressure reaches the set pressure, the PSV may display
a small leakage through its seat as the pressure rises close to the set pressure,
typically above 98% of set pressure. This is known as ‘simmer’, and is due to the
forces on the disc becoming balanced near the set point, reducing the seating stress
between the disc and seat. This should not be confused with the set pressure, which
is when the disc moves away from the seat and allows an appreciable amount of
flow.
Pressure Rise at and above the PSV Set Pressure
Where a single PSV is fitted, the size and its the rated discharge capacity will have
been chosen to be at least as great as that which needs to be relieved from the

12
system which it is protecting. On reaching the set pressure, the PSV will commence
to lift and discharge system fluid. If the system is producing its maximum fluid
capacity, the initial partial lift of the PSV will not allow sufficient flow to stop
further pressure rise in the system. The pressure will continue to rise by typically
between 5% and 10% during which time full lift of the PSV is attained, thereby
achieving its rated discharge capacity, and meeting or exceeding the full flow of the
system. This prevents any further pressure increase in the system.
All this happens while the system is operating outside its normal mode. The cause
of pressure excursion needs to be determined and the process control restored to
allow the pressure to return to normal, and the PSV to close. It should be pointed out
that if the upset condition is not rectified, and the high pressure condition allowed to
continue, the PSV will remain open, discharging the required quantity of fluid to
prevent the system pressure exceeding the design limits. This condition is wasteful
of process fluid, but is a ‘safe’ condition mode, preventing further pressure rise and
risking catastrophic failure of the system due to explosion.
Falling System Pressure and Closure of the PSV
When the system’s process control has been restored and the excess fluid reduced or
removed, the pressure in the system will start to fall due to continuing discharge
through the PSV. As the pressure falls to below the PSV set pressure, the forces
keeping the PSV open are also reduced, and at a point a few percent below the set
pressure, the PSV will close, terminating the discharge of fluid out of the system
through the PSV. The pressure may continue to fall until it reaches the normal
system operating level, or in some cases may rise and lift the PSV again until
normal stable plant operation has been restored.
The pressure at which the PSV closes is the re-seat, or closing pressure, but can also
be expressed as the ‘blowdown’, the percentage below the set pressure at which
closure occurs.
It is important to have the re-seat or blowdown pressure matched to the system
requirements and PSV type, otherwise problems to the system, PSV or both can
occur. If, for instance, the blowdown is too short, resulting in the PSV closing too
early, there is a danger that the PSV is in its simmer stage and the leakage could
damage the seating surfaces, causing seat leakage when returning to normal
operating pressure. There is also a possibility that the PSV might lift again on the
slightest pressure rise when close to its set pressure, causing further loss of process
fluid and wear and tear on the PSV.
If the blowdown is too long, and the closing pressure too low, there is a risk that the
PSV will remain open when returning to the normal system operating pressure,
which would require the system pressure to be lowered to below the normal to allow
the PSV to close. This obviously is wasteful of process fluid, increases the risk of
damage to seating surfaces of the PSV, and involves intervention by the system
operators to lower the pressure.

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 Section 5 Adjustments of a PSV
This section deals with the adjustments possible on a PSV. The main adjustment is
to the set pressure, to achieve the opening of the PSV at the required pressure. Also
included in adjustments are ring position settings (if applicable to the design) which
adjust the blowdown and full lift.
Set Pressure Adjustment
In both the conventional spring loaded and pilot operated types of PSV, the set
pressure is achieved by adjustment to the compression of a spring, the main spring
in the case of a conventional PSV, and the pilot valve spring in the case of a Pilot
Operated PSV.
The drawings on Figures 1, 2, 3, and 4 show the locations of the set pressure
adjustment, and the adjusting screw.
The adjustments on a PSV should normally only be done during bench testing when
new or after refurbishment. Under these controlled conditions the set pressure can
be accurately set against calibrated pressure measuring equipment such as pressure
gauges. Set pressure can under certain circumstances be adjusted with the PSV in
service, but this is not normally recommended. This operation may require
performing a real lift of the PSV, wasting process fluid, and requiring the process
pressure to be raised above normal operating levels. There is always a possibility
that debris entrained in the flow stream may damage the seating surfaces of the PSV
causing in-line leakage after closing.
Ring (Blowdown) Adjustment
Where a nozzle or blowdown ring is fitted to a PSV, the adjustment is made by
clockwise or anti-clockwise rotation of the ring(s) on its screw thread, which raises
or lowers its the position relative to datum faces in the PSV. The diagrams in
Figures 1 and 2 show a blowdown ring fitted to the outside of the seat nozzle, and
the threaded plug with pin which locates the ring at the required position, preventing
it turning and moving from its adjusted position in service. On a Pilot Operated
PSV, the blowdown on the Pop action type is adjusted by the Blowdown Screw on
the pilot valve. Modulating type Pilot Operated PSVs do not have a blowdown
adjustment.
The ring positions which control blowdown and can also provide reaction force to
give full lift are usually manufacturer’s recommended settings for the particular
PSV, set pressure and process fluid. As such, the ring positions should be set to the
manufacturer’s settings on assembly prior to bench testing after refurbishment, and
sealed before leaving the workshop. Often the adjustment of the rings involves
removal of plug in the body of the PSV which breaks a pressure boundary, requiring
isolation and permit to work, making it prohibited in service. There should be no
reason to adjust the ring positions in service, particularly on oil or gas duty.

14
 Section 6 Process of PSV Recertification
This section gives a summary of the process of PSV recertification, starting with
pre-recertification testing, through to final testing and certification.
The process of recertification/ refurbishment follows the process outlined below:

• Receipt of PSV and documentation at workshop from customer. Visual

checks and identification to confirm valve identity and set pressure.

• Preparation of documents to accompany the PSV through the recertification/

refurbishment process

• Pre-refurbishment and recertification tests

• Disassembly, cleaning, examination and recording of condition and

refurbishment requirements

• Acquisition of any spare parts if required

• Reassembly, adjustment and test

• Label, paint and packaging

• Completion of documentation

• Dispatch to customer with copies of documentation

The test certification shall comprise a document containing all the information
gathered during the recertification process. An example of a recertification
document is shown in Appendix 4.
Note that it is important to record as much factual information as possible, to allow
current and future valve service records to be as meaningful as possible. For
instance, it is not sufficient to record that a PSV has ‘failed’ a particular part of an
as-received test; the records need to give more details, for example, ‘lifted at 33
barg, more than 10% outside required set pressure of 28 barg’. Also, a description
such as ‘sealing surface in poor condition’ does not give enough information to be
useful for future reference; more informative would be ‘surface scratched and
indented’ or ‘surface pitted and corroded’.
The following sections of this manual give detailed information about each stage in
the process of recertification and refurbishment. The process follows the procedure
contained in Qualtec Control Ltd document QCl/TI/28.02 – Test and Inspection
Procedure for Reconditioned Safety Relief Valves. This document should be
consulted alongside this manual.

15
 Section 7 Pre-Disassembly Inspection and Testing
This section gives details of the process of PSV recertification from receipt of the
PSV at the workshop and prior to disassembly.
1.0 On receipt of the PSV at the workshop, the PSV should be visually checked
for damage, parts missing, ports covered or not, and correct shipping
orientation. The information on nameplates, tags or stamped on the PSV
should be checked for consistency with documentation received with the
valve, and any non-agreement investigated and resolved before any work is
commenced on the valve.
2.0 Where special types of PSV which require specific handling and protection
are received from site out with these requirements (e.g. laid horizontally if
required to be kept vertical at all times), this fact shall be brought to the
attention of those responsible, and the pre-pop test results taken into account
when assessing its condition.
3.0 Prior to disassembly documentation should be prepared to accompany the
PSV through the recertification.
4.0 The cold set pressure shall be identified. Any changes to the required cold set
pressure shall be authorised in writing by the customer.
5.0 Pre-pop lift pressure. Before disassembly of the PSV, a set pressure test shall
be carried out with the PSV in the ‘as received’ condition, to measure the
pressure at which it commences to lift. Three pops shall be done and the
results recorded. The PSV shall be considered to have failed set pressure test
if out by greater than +/- 10% of the specified cold set pressure. The test shall
not exceed 1.3 x the cold set pressure.
6.0 Where applicable a pressure test shall be carried out on the bellows before
disassembly to measure any leakage that may be present. This is done by
applying air or nitrogen gas pressure to the discharge side of the valve and
observing for leakage by soap film at the open bonnet connection.
(Note that whenever safe and practicable, these tests shall be carried out prior
to decontamination. Safe handling instructions shall be obtained from the
customer).

16
 Section 8 Disassembly, Cleaning and Inspection
This section of the manual gives details of disassembly, cleaning and examination
of the PSV after initial inspection and pre-pop testing.
1.0 After any required decontamination, the PSV shall be disassembled, and its
condition observed and recorded on the worksheet. It is important to record
these details accurately for evidence, if problems are found, when further
cleaning and refurbishment of the valve is carried out.
2.0 The positions of the set pressure adjustment screw shall be measured relative
to a suitable datum position on the valve. This is to allow the valve to be
reassembled and set to near the original set pressure, which facilitates the set
pressure adjustment.
3.0 The blowdown ring settings shall be noted and recorded, and used for
comparison with documented and /or manufacturer’s data.
4.0 The components are then de-scaled as appropriate, cleaned, before being
examined for damage and corrosion. Care should be taken to clean each
component in an appropriate manner as described below.
5.0 After degreasing, the body, bonnet, cap can be further cleaned using a wire
brush or a mild grit blast operation. Take care to use only the correct tools for
the valve materials – only use stainless steel brushes on stainless steel valve
components. If grit blasting, ensure that any seating or gasket surfaces are not
damaged by the process and that all grit is removed from the valve.
6.0 Internal components including nozzle, seat, disc, guide and control rings
should only require degreasing and finishing using a mild alkaline detergent.
7.0 Guide surfaces shall be polished if necessary using fine emery cloth, taking
care not to remove too much material to affect the valve clearances and
geometry.
8.0 Bellows (if fitted) shall not be polished with abrasive cloth or wire brushing,
as the bellows material, made up of two or three laminations of very thin
metal, cannot stand any material loss through polishing without serious risk of
thinning the material below acceptable thickness for service, or even breaking
through the lamination.
9.0 All parts shall be checked against the manufacturer’s specifications and
drawings. All defects shall be recorded on the documentation.
10.0 Disc and seat surfaces shall be examined for wear, scoring, deformation, and
corrosion. In some designs the width of the seating surface is toleranced by
the manufacturer and may risk becoming out of tolerance as a result of

17
 material removal by machining or lapping. An assessment of the likelihood of
this should be made before starting refurbishment.
11.0 The spring shall be visually checked for evidence of mechanical damage or
severe corrosion. If there is any doubt the spring shall be replaced or returned
to the PSV manufacturer, who in some cases is able to conduct a spring rate
test. This spring shall be visually checked for parallelism, squareness and
length. The free length, outside diameter and wire diameter of the spring
should be measured and recorded on the job card.
12.0 All guide areas and spindles shall be straight, clean, smooth, and free from
mechanical damage or scoring. If parts are damaged and cannot be repaired,
within the manufacturer’s tolerances they shall be replaced.
13.0 Bellows provided for either pressure balancing or sealing purposes shall be
given full visual examination before assembly into the valve. Any bellows
having flaws in welding, malformed convolutions, severe corrosion, or any
other fault which impairs the proper functioning of the valve shall be replaced.
14.0 Screw connections shall be examined for acceptable thread condition, and any
mechanical damage or corrosion damage recorded and assessed for
serviceability.
15.0 PSVs fitted with control rings attached with screw threads to the nozzle seat
or guide shall be examined for correct fit between the threaded components.
The rings shall be free to rotate on the mating threads, but not worn or sloppy
in fit such that the ring could move out of adjustment or even become
detached in service.
16.0 Replacement components shall be obtained from the manufacturer of the PSV
or the manufacturer’s appointed agent, unless specifically agreed with the
customer. All components shall conform with the valve manufacturer’s
specifications and drawings.

18
 Section 9 Refurbishment of Seating Surfaces
Upon completion of examination of the valve and its components, if the PSV is
considered to be within economic repair, the refurbishment of the valve seat and
disc can commence. This section deals in detail with the process of refurbishment
and lapping of the seat and disc.
1.0 Reconditioning of the disc and seat surfaces shall conform with the
dimensional limits specified by the PSV manufacturer. Normally it is possible
to restore the surfaces by lapping, unless they are seriously damaged by
scoring or corrosion. The PSV manufacturer’s recommendations for the
lapping and surface finish shall also be followed.
2.0 The process of lapping can involve either lapping plates and lapping paste
compound, or more recently graded self adhesive carborundem paper cut to
shape attached to the lapping plate has become acceptable. Lapping plates
need to be the correct shape and size for the seat or disc to be lapped, often
requiring the plates to be specially made or modified to suit the item to be
lapped.
3.0 It is important that the lapping plates, whichever abrasive is used, are truly flat
before commencing refurbishment, otherwise any out of flatness caused
during previous use will be transferred to the disc or seat face, resulting in
either a convex or a concave surface. If necessary the lapping plate shall be
restored to flatness before use, either by lapping it against a master lapping
surface or facing in a lathe.
4.0 It is not recommended to lap the valve disc against its seat, especially when
using lapping compounds. The reason for this is that the cutting action of the
grinding paste relies on particles of grinding carborundem embedding in the
soft matrix of the lapping plate, which provides the cutting and polishing
action on the valve seating surface. If the actual valve components are used,
then either the particles do not bed into either component and merely slide
away, or if the particles do get embedded in the disc or seat they are difficult
to remove and can make the surfaces abrasive after assembly, resulting in
poor sealing and rapid wear.
5.0 Depending on the degree of scratching or marking on the disc and seat
surface, coarse grit lapping compound or paper (Grit size 320) shall be used at
first to remove deeper scratches and marks. After these have been removed,
finer abrasives shall be used, which remove the remaining marking including
any fine scratching resulting from the earlier coarse lapping. Typically, fine
grit size 600 or polishing grit size of 900 should be used to finish the lapping
process. When required, a micro finish can be achieved using diamond
lapping paste compound, to achieve a 3-micron finish.

19
6.0 It is very important to clean both the lapping equipment and the seat or disc
surfaces between lapping, especially when moving to finer lapping
compounds, to avoid contamination of the fresh fine compound with remains
of the earlier coarser grade.
7.0 Where soft seating is present in the type of PSV, new soft goods shall be fitted
after any cleaning and lapping have been done. It is false economy to reuse
the old soft goods components. Usually the ‘soft’ seating item is attached to
either the seat or disc, with the other required to have a smooth lapped surface.
8.0 If any weld repairs or remedial work has been carried out on the valve body, a
hydrostatic test shall be carried out at 1.5 x the cold rating of the valve. (Refer
to Step 1 of Section 11 – Testing and Certification). This shall be done before
reassembly of the bonnet, disc, guides, spring and other internals.

20
 Section 10 Reassembly and Adjustment
After inspection and refurbishment of components have been completed,
reassembly of the PSV can commence. This section deals with reassembly and
adjustment of the PSV prior to final testing. The procedure below is a general one
and may require to be varied depending on the design of PSV.
1. All components shall be given a final clean and placed ready for assembly in a
clean area.
2. Where recommended by the PSV manufacturer, apply anti-seize lubricant
where indicated. If no information is available from the manufacturer, apply a
thin coating of nickel based anti seize compound to threads of internal and
external components. The spindle point, spring buttons and spindle where it
passes through the upper spring plate shall also be applied with a fine coating
of anti-seize compound
3. Unless otherwise specified by the PSV manufacturer, surfaces of guides and
close fitting bearing surfaces should be clean but assembled unlubricated.
4. Screw the nozzle into the body (when this type) and tighten using a torque
wrench.
5. Assemble the blowdown control ring onto the nozzle, sufficiently for it to be
clear of the disc when assembled.
6. Assemble the disc in the valve head (when appropriate).
7. Assemble the disc assembly and guide components into the body, taking care
to align the components correctly and avoiding any damage to the newly
lapped seating surfaces.
8. Where the type of PSV contains a bellows, this is usually an integral part of
the disc/disc holder.
9. Under no circumstances shall the bellows be fitted back either damaged,
incomplete or removed from the PSV, without reference to Engineering and
the customer. The removal of the bellows would effectively convert the PSV
into an ordinary conventional PSV, which would not perform as desired in a
Bellows PSV application.
10. Assemble the spring with spring plates onto the spindle, and carefully lower
the spindle and spring assembly into the body onto the guide and disc. In some
PSV designs, the exact sequence of assembly may vary depending on the
method used to attach the disc, guide, spindle and spring.
11. Assemble the bonnet over the spindle and spring assembly, ensuring that the
spindle passes through the hole in the top of the bonnet and at no time are any

21
 side loads or bending moments applied to the spindle. Tighten the bonnet
bolting evenly using a torque wrench to the appropriate torque given by the
manufacturer or the workshop company standard.
12. Assemble the set pressure adjusting screw over the end of the spindle and
screw into the top of the bonnet. As the adjusting screw is rotated clockwise, it
moves further into the valve bonnet, compressing the spring. The screw
position should be adjusted to near the original position when the valve was
first received for recertification. Assemble the adjusting screw locking nut
(where fitted) to the adjusting screw, but do not tighten at this stage.
Note: there is a tendency for the spindle to rotate with the adjusting screw
when carrying out these set pressure adjustments. It is important to prevent
such spindle rotation as it results in sliding between the spindle tip where it
contacts the disc or disc holder, causing rubbing and possibly wear and
galling. There is also a possibility of the disc being carried round and sliding
on the seat. This could cause scoring on the newly lapped seating surfaces,
resulting in seat leakage. To prevent this happening, the end of the spindle
may have two opposite flats to allow a spanner to be fitted and held to stop
rotation. If not the end of the spindle should be gripped carefully, with some
means of protecting the surface, preventing rotation of the spindle.
13. Adjust the control (blowdown) ring(s) to the appropriate setting as per the
manufacture’s data, the information contained in the job card, or the setting
on the PSV as received. Attach the ring locking pin/screw, ensuring that the
ring is turned slightly if necessary to allow the pin to locate fully in a notch on
the ring.
14. The following should be noted concerning springs and changes to set pressure.
The spring specifications (spring rate and load) are determined by the
manufacturer to achieve correct PSV performance. The individual spring is,
therefore, selected by the manufacturer to suit the required set pressure. It is
normally possible to vary the set pressure from that stamped on the PSV by up
to +/- 5% if required. Outside this set pressure range, a new spring of different
characteristic may be required. The manufacturer shall be approached to verify
if the set pressure change requires an alternative spring.
15. The spring compression shall be such that at full lift, the compression shall be
no greater than 80% of full solid compression, as stipulated in the ASME
Section VIII Boiler and Pressure Vessel Code. This is an overriding
requirement, but does not exclude other restrictions in place by the
manufacturer on the spring design in the PSV.

22
 Section 11 Testing, Certification and Dispatch
Following reassembly and approximate adjustment to the set pressure, the PSV
shall be pressure tested as follows.
1. Normally the only pressure tests required on a refurbished PSV is up to the set
pressure of the valve. As such air or nitrogen gas is normally the test medium.
If for any reason it is required to perform a hydrostatic test on the valve body
at 1.5 x Cold Rating pressure, this shall be done on a hydrostatic test station
prior to assembly of the bonnet and internals. This may require the use of a
test plug to fit in the seat, held in place in a fixture. This should be done before
final reassembly covered in Section 10, and is therefore mentioned in Section
9, Step 10.
2. The test fluid shall be nitrogen gas unless otherwise specified. If water is
authorised as the test fluid, the PSV shall be thoroughly dried after testing.
3. The assembled PSV shall be mounted by its inlet connection to a pressure
supply on a test fixture. The pressure is applied and measured using a
calibrated pressure gauge.
4. The PSV set pressure shall be adjusted by moving the adjusting screw to give
the required cold set differential pressure as per the stamped pressure on the
PSV nameplate, or, where not marked on the valve, the required set pressure
on the customer’s documentation.
5. Care shall be taken when adjusting the PSV to achieve the correct set pressure.
Unless otherwise agreed, this shall be the pressure at which discharge of fluid
becomes continuous, and increasing the flow of test fluid increases the flow
through the valve rather than increases the pressure at its inlet. Normally,
slight indication of leakage just within 2% below the true set pressure is not
considered as the set pressure.
6. Blowdown rings shall be set in accordance with the customer’s documentation
if available, or to the manufacturer’s recommendations. The set pressure shall
be tested three times with consistent results within 3% of the stipulated
pressure. The final tests shall be done with the PSV cap and lever, if fitted, to
check that these components do not constrain the PSV lift.
7. A check for seat leakage shall be carried out subsequent to the Cold
Differential Set Pressure adjustment test. This shall be carried out at 90% of
the Cold Differential Test Pressure.
8. The testing of bellows when fitted shall be carried out at each examination.
The test pressure shall be applied to the discharge side of the valve to test the
pressure tightness of the bellows and its joints. The bonnet vent, which shall
be open, shall have soapy water film placed across it and the test shall be
carried out using air or nitrogen at the maximum specified back pressure.

23
9. Sealed Bonnet PSV. All PSVs with sealed bonnets shall be tested using air or
nitrogen on the discharge side of the seat to 1 barg unless specified otherwise.
A check for leakage from the bonnet and bonnet/body joint shall be carried
out.
10. All screw connections (e.g. drain plugs, blowdown adjusters) shall be
adequately secured to prevent unscrewing. If drain plugs are not fitted when
the PSV is sent for recertification, the PSV repair/test workshop shall contact
the customer to determine if one should be fitted. If not, any testing involving
a pressure test on the discharge side of the valve shall be conducted with
temporary blacking plugs in place, which shall be removed prior to returning
to the customer.
11. Designated test station competent personnel shall be responsible for the
conduct of the testing, sealing the adjustments with wired tags, completion of
test certification, and be satisfied that the PSV is acceptable for return to
service, ensuring that any special test and setting requirements are fulfilled.
Adequate recertification test records shall be kept by the refurbishment
company.
12. If the PSV is required to be painted, care shall be taken to prevent the
application of paint from entering the valve internals. Precautions shall be
taken to minimise the possibility of damage during transit or storage.
13. All open orifices shall be protected against the weather and ingress of foreign
bodies unless otherwise agreed with the customer. The form of protection used
shall be such that the PSV cannot be fitted without removing the protection:
simple inserts which fit into the orifice shall not be used.
14. The handling of PSVs should be done in accordance with manufacturers
recommendations regarding protection of critical areas, lifting, storage, and
orientation during transport. Some special types of PSV have specific handling
requirements (e.g. always kept in a vertical orientation in service, storeage and
transport). Any such requirements should be adhered to.

Pressure Safety Valves are precision safety related items and should be treated at
all times with the respect due to such important items that might be relied upon
at some time to protect life and property.

24
 APPENDIX 1 DEFINITIONS AND ABBREVIATIONS
The following definitions are taken from different sources including API RP 520
Parts 1&2, and PSV manufacturer’s data.
Accumulation Pressure increase over the set pressure of a pressure
relief valve, usually expressed as a percentage of
the set pressure.
Back Pressure The pressure that exists at the outlet of a pressure
relief device as a result of pressure in the discharge
system. It is the sum of the superimposed and built-
up back pressures.
Balanced Pressure PRV/PSV A spring loaded pressure relief valve that
incorporates a bellows or other means for
minimising the effect of back pressure on the
operational characteristics of the valve.
Blowdown The difference between the set pressure and the
closing pressure of a pressure relief valve,
expressed as a percentage of the set pressure, or in
pressure units.
Built-up Back Pressure The increase in pressure at the outlet of a pressure
relief device that develops as a result of flow after
the pressure relief device opens.
Chattering (fluttering) A fault condition in service where rapid
reciprocating motion of the PSV disc occurs at or
near the set pressure. Serious damage can occur to
the valve seating surfaces if allowed to continue for
any length of time.
Closing Pressure The value of decreasing inlet static pressure at
which the valve disc reestablishes contact with the
seat or at which lift becomes zero as determined by
seeing, feeling or hearing.
Conventional PRV/PSV A spring loaded pressure relief valve whose
operational characteristics are directly affected by
changes in the back pressure.
CSDP Cold Set Differential Pressure
Disc (Disk) The pressure containing, moving part of a pressure
relief valve which seals on the seat when closed
and lifts at the opening pressure to relieve pressure

25
Lift The actual travel of the disc from the closed
position when the valve is relieving.
MAWP Maximum Allowable Working Pressure
Nozzle Inlet flow passage up to and sometimes
incorporating the seat on a full nozzle type.
Opening Pressure The value of increasing inlet static pressure at
which there is a measurable lift of the disc or at
which discharge of the fluid becomes continuous,
as determined by seeing, feeling or hearing.
Operating Ratio The ratio of maximum system operating pressure to
the set pressure of a pressure relief valve.
Orifice Size The effective flow area used to calculate the rated
discharge capacity of the pressure relief valve.
Often this is expressed as a letter designation
ranging from the smallest, “D” to the largest “T”, as
per API Std 526, which specifies an effective area
for each letter orifice.
Overpressure The maximum allowed pressure above its set
pressure for the pressure relief valve to pass its
rated discharge capacity, usually expressed as a
percentage of the set pressure.
Pilot Operated PRV/PSV A pressure relief valve in which the major relieving
device or main valve is combined with and
controlled by a self actuated auxiliary pressure
relief valve (pilot).
Pilot Valve An auxiliary valve which actuates a major relieving
device.
Popping Pressure The value of increasing inlet static pressure at
which the disc moves in the opening direction at a
faster rate as compared with corresponding
movement at higher or lower pressures. It applies
only to safety or safety relief valves.
POPSV Pilot Operated Pressure Safety Valve
Pressure Relief Device A device designed to relieve excess pressure in a
pressure system, preventing the fluid pressure from
rising above a predetermined maximum level.

26
Pressure Relief Valve A pressure relief device designed to open and
relieve excess pressure and to recluse and prevent
further flow of fluid after normal conditions have
been restored.
PSV Pressure Safety Valve
PZV Used for Pressure Safety Valve (origin not known)
Rated Coefficient of Discharge Used to calculate the rated flow capacity of the
pressure relief valve.
Relief Valve A spring loaded pressure relief valve actuated by
the static pressure upstream of the valve. The valve
normally opens in proportion to the pressure
increase over the opening pressure.
Relieving Pressure Set pressure plus overpressure.
Safety Relief Valve A spring loaded pressure relief valve that may be
used as either a safety or relief valve depending on
the application.
Safety Valve A spring loaded pressure relief valve actuated by
the static pressure upstream of the valve and
characterised by rapid opening or pop action.
Seat The fixed sealing surface of the valve on which the
disc seals when closed. On full nozzle designs this
is combined with the nozzle.
Set Pressure The increasing inlet static pressure at which the
pressure relief valve is adjusted to display one of
the operational characteristics as defined under
opening pressure, popping pressure, or start to leak
pressure under service conditions.
Simmer The audible or visible escape of fluid between the
seat and disc which may occur at an inlet static
pressure below the set pressure prior to opening,
and at no measurable capacity.
Superimposed Back Pressure The static pressure that exists at the outlet of a
pressure relief device at the time the device is
required to operate. It is the result of pressure in the
discharge system coming from other sources and
may be constant or variable.

27
 APPENDIX 2 PSV FAILURE MODES AND POSSIBLE CAUSES
Pressure Relief Valve Problems
The problems encountered with Pressure Relief Valves often greatly affect the life,
operation and performance of the valve and should be corrected as soon as possible.
Some of the common problems and the recommended corrective actions are
discussed in the following paragraphs.
1.0 Seat Leakage
Seat leakage is by far the most commonest cause of improper valve
performance. When a safety relief valve is found to be leaking at the normal
operating pressure it is important that the leakage be corrected as early as
possible. Failure to correct this condition may otherwise damage or foul the
working parts of the valve, thereby increasing maintenance costs. Following
are possible causes of leakage.
1.1 Damaged Seats
Usually arising through foreign material in the flowing process medium
striking against the seating surfaces. Foreign material is sometimes trapped
between the seats holding them apart. If this occurs, opening the valve by
pressure (or by lifting lever when provided) may blow out the trapped
material, stopping leakage. However, if leakage continues, the seats are
probably scored and must be reconditioned.
1.2 Distortion from piping strains
Any abnormal strains, such as may be experienced by expansion loads or
excessive weight of piping, tend to distort the valve body. This may cause
misalignment of the valve parts and promote leakage. Only relieving the
strains can stop such leaks.
1.3 Operating pressure too close to set pressure (spring loaded)
A PSV in good working order, under most conditions, will be leak-tight at a
pressure 10% or more under the set pressure. Consequently this should be the
minimum margin to avoid leakage. On a conventional and balanced bellows
PSV, the greater the margin the greater is the assurance of tight valves.
1.4 Operating pressure too close to set pressure or too low (Pilot Operated)
As in 1.3, but the highest operating margin can be up to 5% below the set
pressure. Unlike the spring loaded PSV however, the Pilot Operated type can
suffer seat leakage at lower pressures, say below 30% the set pressure, due to
lower seating loads proportionate to the lower pressure. It is significant that

28
 Tyco (Anderson Greenwood Crosby) perform an additional seat test at 30% as
well as at the usual 90% of the set pressure on Pilot Operated PSVs.
1.5 Incorrect maintenance, re-assembly or re-testing
All valve parts should be thoroughly cleaned, and the seats properly
reconditioned in accordance with original manufacturers instructions. In re-
assembling, careful handling of the parts, particular the disc and nozzle,
should be exercised to assure proper alignment and tight valves. Uneven
tightening of bonnet bolts should be carefully avoided. If the valves are re-
tested, it is important that original equipment manufacturers instructions are
followed.
1.6 Incorrectly adjusted lifting gear (if fitted)
A space of 1.5 mm (1/16 inch) should always be provided between the lifting
cam and the spindle nut. Failure to provide this may result in inadvertent
contact between these parts resulting in opening the valve slightly.
1.7 Improper control ring adjustments
When the rings are out of adjustment, the valve may leak because the opening
and closing action is not positive. Leaks from this cause can usually be
stopped, if the correction is made at once.
1.8 Incorrect Calibration of pressure gauges
Possible cause of improper valve setting causing valve seat to leak due to
being set below the required pressure. To ensure accuracy, gauges should be
calibrated frequently on a regularly calibrated dead weight tester.
1.9 Rough Handling
Unless pressure relief valves are properly handled, stored and protected their
performance may be seriously affected. Roughness in handling may damage
flanges or cause misalignment of the valve parts. A PRV is a sensitive
instrument and can be easily upset by rough handling. Examples of bad
handling are of the PSV being carried by the lifting lever/handle (as this
separates the sealing faces), being dragged, dropped or transported while laid
on it’s side if specifically recommended not to by the manufacturer.
1.10 Incorrect Installation
It is recommended that pressure relief valves are installed in accordance with
manufacturers instructions and API recommended practice 520 Part II –
Installation of pressure relieving devices.

29
1.11 Damaged Springs
Damaged or weak springs are a cause of seat leakage in pressure relief valves.
The springs should be assessed during overhaul.
1.12 Vibration and pulsating pressure
The vibration and pulsating pressure tend to reduce the effect of the spring
load on the disc. The reduced spring load effect causes the disc to rub against
the seat, causing damage to surfaces resulting in leakage.
1.13 Incorrect Seating Materials
Only original manufacturers materials should be used when replacing
damaged parts of a safety relief valve. Use of alternative materials may result
in seat leakage or more serious problems resulting from seizure and failure to
lift.
1.14 Incorrect Set Pressure Adjustment (Calibration)
This can include the set pressure of the valve being adjusted incorrectly by the
technician while on the test bench or incorrect calibration of the test gauge
whilst being checked by the instrumentation technician.
2.0 Chattering
Chattering is the rapid reciprocating motion of the valve parts where the disc
comes into contact with the seat resulting in severe damage of the valve
seating parts. Further damage to the valve internals may occur such as:
2.1 Bellows may fracture due to work hardening of material.
2.2 Guiding surfaces become damaged due to wear, scoring, or galling.
2.3 Springs may become weak or in severe cases total failure (complete breakage)
may occur.
2.4 As well as the valve, the system may also be damaged by the effects of
chattering. Severe vibration and shock loads can cause welds to fracture and
damage to associated equipment in the system.
As the valve is not at full lift when chattering, it may not be able to discharge
its rated capacity, and over-pressurisation of the system may occur.
Possible causes of Chattering

• Excess valve capacity

Excess valve capacity occurs when the selected orifice area is too large for the
required flow and the valve is starved of fluid. This situation may be rectified

30
by the use of a smaller PSV providing it can meet the flow capacity. The valve
must be correctly sized for the system or vessel it is protecting which should
be considered when valves are moved from one vessel or system to another.

• Wrong blowdown ring settings

If the blowdown is too short, due to incorrect setting of the blowdown ring, the
PSV can develop a close/open/close operating cycle near the set pressure. As
well as affecting the blowdown, the blowdown ring setting can in some cases
affect the full lift pressure of a PSV, which may also result in instability at
higher flow rates.

• A restricted inlet pipe.

This includes being too long with no compensation for length by having a
larger inlet pipe bore diameter. Also being too complicated (numerous bends,
T-pieces, wrong type of in-line valves). This can result in starvation of
pressure at the PSV inlet when it opens.

• Inlet pipe being smaller than valve inlet.

This is not recommended by the relevant standards, but if it occurs in practice
is likely to result in pressure starvation at the PSV inlet.

• Pressure drop at inlet exceeding 3% of set pressure.

API RP 520 has set an allowable limit of up to 3% on inlet pipework pressure
losses at the PSV inlet. If the pressure drop exceeds this, it is likely that the
PSV will suffer pressure starvation, resulting in chattering. The following is an
explanation of how this happens.
When the PSV is in the closed position, the pressure in the inlet nozzle will be
equal to that of the system all the way back to the branch because there is no
flow and therefore no pressure drop.
When this pressure reaches set pressure the PSV will open, allowing flow
through the valve and pipework. Fluid flow, however, causes a pressure drop
along the inlet pipe due to pipe friction and pressure losses at any bends or
fittings. If this pressure drop exceeds 3% of the valve set pressure then the
valve may react to the falling pressure by closing prematurely. Once closed
and the flow stopped, pressure will quickly build up again at the PSV inlet,
reaching the set pressure, lifting the valve, and the cycle will repeat itself. This
unstable condition may continue until the system pressure has been brought
under control back to the normal operating level.
The best solution to this problem is to correct the pipework such that the
pressure losses at the PSV inlet do not exceed 3% of its set pressure. This may
involve increasing the size of the inlet pipework, re-siting the PSV closer to

31
 the start of the branch, or eliminating bends or other restrictions from fittings.
Another solution may involve the use of a remote sensing pilot when a Pilot
Operated PSV is fitted (refer Figure 6), which by taking the sensing pressure
before upstream of the inlet branch avoids the inlet pipework pressure losses
affecting the PSV operation.

• Faulty discharge pipe installation.

Discharge pipes that develop high back pressures due to under sizing, bends,
or other restrictions to flow will introduce chatter and must be corrected by
improvements to pipework. It is recommended that the valves be installed in
accordance with API Recommended practice 520 part 2.
3.0 Built up backpressure in the discharge pipe exceeding acceptable limits
3.1 The total backpressure (superimposed fixed/variable plus built-up) on a
balanced bellows valve is limited to 50% of its set pressure, but may also be
restricted by the bellows pressure rating, as specified in API 526. Operating at
backpressures higher than those recommended may cause lift /flow capacity
problems, tending to close the valve. In the case of bellows valves, too high a
back pressure may cause damage to the bellows.
3.2 Built up backpressure on a conventional valve is generally be limited to 10%
of its set pressure, depending on the particular model of PSV.
3.3 Built-up backpressure has no effect upon the set pressure of a valve as it
caused by the valve discharging into the outlet system. It does however have
an effect upon the forces involved in enabling the valve to achieve full lift and
full capacity flow.
3.4 Excessively built-up backpressure may be caused by the outlet pipe:
i) Having smaller diameter than the valve outlet
ii) Being restricted (e.g. pipe fittings reduced in bore, flange gasket
protruding into bore).
iii) Manifolds being of insufficient area.
4.0 Corrosion
Various types of corrosion can be encountered in service and can be a major
cause of difficulties in all valve types including PSVs. Corrosion is a subject in
its own right and cannot be fully dealt with in this manual. Corrosion can lead
to leakage, sticking of moving parts, blockages of passageways, and in
extreme cases breakage of components. In addition to internal parts, exposed
studs are vulnerable to environmental corrosion attacks.

32
 Greater valve tightness can help in reducing any corrosive or erosive action.
The use of an O-Ring seat seal in a pressure relief valve will sometimes stop
leakage past the seating surface and eliminate corrosion in the valves working
parts. The use of a bellows seal can protect the moving parts of the valve from
the corrosive fluid. The correct choice of materials for the service fluid is
important in reducing or eliminating corrosion.
The types of corrosion which affect valve operation include pitting, galvanic
corrosion due to dissimilar metals, general corrosion, de-alloying, and stress
corrosion cracking.
4.1 Pitting Corrosion
This can occur where attack takes place to small areas on components made in
materials prone to pitting corrosion. The attack can be localised and not very
deep, but if on a sealing surface may result in leakage developing. The correct
selection of materials is required to avoid pitting corrosion.
Pitting can sometimes occur under deposits, caused by a concentration of
chemicals which inhibit the formation of the metal’s natural oxide protective
film. An example of pitting is shown in the photograph of a PSV disc below.

4.2 Galvanic Corrosion

The selection of the correct materials for components in close proximity to
each other is important to avoid galvanic corrosion of one of them, due to the
formation of a corrosion cell. The electro-galvanic series indicates the relative
vulnerability of metals in partnership and should be used as a guide in material
selection. Basically, a small voltage is generated between the metals, similar to
that which occurs in a battery. Under corrosive conditions the metal that is the
anode (more electro-positive) is sacrificed in preference to the cathode,
resulting in both localised and general surface corrosion of the anode material
and component.
The further apart the metals are on the galvanic series the more likely galvanic
corrosion is to occur. It is therefore important when selecting materials that the
nearer they are on the galvanic series the less likely such problems will be.

33
4.3 General Corrosion
General corrosion often affects the external and internal surfaces of the body if
carbon steel, and can also affect the disc, seat and other internals. It can also be
associated with galvanic corrosion (see above) if one component is found to be
badly affected near one which has very little, if any, corrosion. An
accumulation of corrosion products can cause components to become stuck
due to the products of corrosion often occupying more volume than the parent
metal.
Corrosion can usually be slowed or stopped by the selection of more suitable
materials or by use of special coatings. The photograph below shows general
corrosion of the internal surface of a PSV body.

4.4 De-alloying
De-alloying affects certain metals more than others. A prime example is de-
zincification of copper alloys such as brass, where the zinc element of the
alloy can became leached out of the alloy over a period of time in service. In
the same way, aluminium can be lost from aluminium bronze. The result is a
porous matrix of the main alloy constituent, copper in the above two
examples, which lacks strength and is brittle.
Where de-alloying is known to be a problem, alternative materials not known
for de-alloying should be used.
An example of a brass fitting having suffered dezincification and fracture is
shown in the following photograph.

34
4.5 Stress Corrosion Cracking
This is usually associated with highly stressed items such as the bellows on a
PSV. High stresses in the material and chemicals in service fluid initate
corrosion at the grain boundaries, resulting in the formation of a crack, which
itself becomes a stress concentration point for further stress induced corrosion.
This type of corrosion can go undetected until the material is sufficiently
weakened allowing sudden failure of the component under load.
The correct choice of materials which are not known to suffer SCC is the best
way of avoiding it.
A micro-structure showing stress corrosion cracking is contained in the
photograph below.

35
Appendix 3 API standard 526 effective Orifice areas and letter designations

API Orifice Effective Orifice area (Square in) Square (mm) Diameter (in)

D 0.110 71 0.375
E 0.196 126 0.500
F 0.307 198 0.625
G 0.503 325 0.800
H 0.785 506 1.000
J 1.287 830 1.280
K 1.838 1186 1.528
L 2.853 1841 1.900
M 3.60 2323 2.140
N 4.340 2800 2.352
P 6.380 4116 2.850
Q 11.050 7129 3.750
R 16.00 10323 4.513
T 26.00 16774 5.750

36
Appendix 4 – PSV Examination and Test Report

37