Pitting Repairs

for High-
Temperature/
High-Pressure
Process
Vessels
By Marina Silva on 5/4/2020 1:06 PM
Pitting corrosion (shown magnified) was found in an amine reboiler vessel at a
gas terminal in the United Kingdom.

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he costs of corrosion can be colossal, especially where safety-
critical equipment is concerned. When looking at the expenses
associated with corrosion, particularly in the oil, gas, and
petrochemical industries, direct and hidden costs should be
considered. Direct costs include equipment and parts replacement,
whereas hidden costs account for downtime, delays, litigation, and
other unplanned overheads.
The most damaging form of corrosion is localized corrosion. It
occurs when the steel substrate is immersed in a liquid in the
presence of chemical pollutants and/or galvanic cells. Unlike
uniform corrosion, where all parts of the metal surface corrode at a
uniform rate, localized corrosion does not proceed uniformly and is
focused at sites where corrosion proceeds much more rapidly,
depending upon the environment. Crevice and pitting corrosion
represent the main types of localized corrosion. In uniform
corrosion, anodic and cathodic sites develop across the surface of
the steel substrate and constantly change polarity with respect to
each other, which results in even oxidation over the entire surface.
In pitting corrosion, however, an anode develops and maintains its
electrical potential with respect to the surrounding metal.
Consequently, due to the large cathode-to-anode ratio, corrosion
progresses rapidly and forms a pit. Pitting corrosion is especially
prevalent in steels that have the ability to passivate—particularly in
stagnant conditions where the formation of a protective film is
hindered by the presence of chloride ions. Pitting corrosion is
considered to be more dangerous than uniform corrosion damage
because it is more difficult to detect, predict, and design against.
When identified, pitting damage has always been cumbersome to
repair.
Corrosion inhibitors, cathodic protection, and protective coatings
can be used to prevent and control pitting corrosion. For a variety of
reasons, these protective systems have been known to fail. Once
pitting occurs, a repair method should be able to satisfy three basic
needs: (1) quick repair, (2) ease of application, and (3) rapid return
to service. Additionally, the repair method would ideally withstand
service conditions for a considerable amount of time.
Pitting Repairs: Welding
Localized corrosion in the form of deep pits can be repaired by
welding to restore the original profile; however, sufficient expertise
and special tools are required. If either is lacking, repairs can do
more harm than good with risks of distortion, weld cracks, stress
corrosion cracking, and health and safety risks associated with hot
work.

Figure 1: Example of pitting in an amine reboiler.

Welding repairs carried out on metal substrates over 30-mm thick
must also involve post-weld heat treatment (PWHT). In some
instances, PWHT may result in the loss of weld metal strength and
toughness. Also, the mechanical properties of the weld joint may
deteriorate as the vessel is repeatedly repaired. At times, PWHT
takes ~40 hours to complete, which can be very costly, especially
offshore. Furthermore, welding over a metallic substrate applies
metal onto metal; and the original problem is not resolved unless
the metallic substrate is coated with an organic protective material.
Alternative to Welding
Another viable method for repairing pitting corrosion is the use of
cold-applied epoxy materials. These 100% solids, paste-grade
materials have been on the market since the 1960s and have been
continuously improved to withstand greater temperatures and
pressure levels as well as various in-service conditions. Based on
positive qualification testing data, they have been successfully
applied in the field during the past two decades. For instance, an
amine reboiler vessel at a gas terminal in the United Kingdom
suffered from corrosion with heavy pitting, which was discovered in
2011 (Figure 1). The operator required the vessel to be back in
service as soon as possible and was looking for an alternative
solution to hot work.

A paste-grade epoxy material was chosen to fill the pits, and a

modified epoxy novolac coating was applied afterwards to protect
the wall (Figure 2). Both the coating and paste-grade material were
designed to achieve full cure in high-temperature immersion
service, which minimized downtime.
The reboiler was opened for inspection in July 2015. No further
pitting damage or corrosion was identified (Figure 3). Minor
localized repairs were completed on the coating and the reboiler
was returned to service.
Cold-Applied Repairs: Application Methodology
In order to ensure fitness-for-service when filling pits with epoxy
paste-grade materials, the contracting company must ensure that
the surface is prepared correctly, the repair material is mixed and
applied properly, and the material is allowed to cure according to
the manufacturer’s instructions. A typical pit-filling procedure is
summarized as follows:
• The vessel’s substrate is dry and free of contaminants.
• Sharp edges or irregular protrusions are ground down to a
smooth contour with a radius of not less than 0.1 in (3 mm). All
surfaces must then be grit blasted using an angular abrasive to
near-white metal finish (e.g., NACE No. 2/SSPC-SP 10, Near-
White Metal Blast Cleaning1) with a minimum profile of 3 mils
(75 µm).
• Paste-grade epoxy material is mixed at a correct ratio.
• The material is applied onto the substrate until the original wall
thickness is restored.
• The material is allowed to solidify at ambient temperatures
before achieving full cure in service.
 • All work is carried out in accordance with the manufacturer’s
instructions.
Historically, one drawback of using epoxy materials for pitting
repairs was amine bloom, which would appear on the surface
during cure. Bloom manifests as a sticky deposit and affects
overcoatability and intercoat adhesion. It must be removed by first
washing the affected area with a hot detergent solution followed by
a fresh water wash, and then frost blasting prior to the application of
a protective coating over the pitting repair. This leads to extended
application time and increased labor costs.
A recent innovation in raw materials is non-bloom technology, where
frost blasting of the applied material prior to the application of a
protective lining is not required. This innovative raw material was
incorporated into the reformulated version of a two-part repair
composite based on a solvent-free, epoxy resin-reinforced silicon
and steel alloy, Belzona 1511† (Super HT-Metal), developed by
Belzona Polymerics, Ltd. (Harrogate, United Kingdom). In addition
to incorporating non-bloom technology, the repair composite also
incorporates rubbery domains in its polymer matrix, which improve
the composite’s adhesion, flexibility, and toughness.
Continuous advancements in raw materials make it possible for
coating and composite manufacturers to produce systems that
minimize the risks typically associated with hot work and, at the
same time, are easier to apply. These advancements help reduce
the indirect costs of corrosion, including downtime, delays, litigation,
and other unplanned overheads.
Contact Marina Silva, Belzona Polymerics, Ltd.—e-mail:
msilva@belzona.com.
Reference
1. NACE No. 2/SSPC-SP 10, “ Near-White Metal Blast
Cleaning” (Houston, TX: NACE International).
Bibliography
API 510. “Pressure Vessel Inspection Code: In-Service Inspection, Rating,
Repair and Alteration.” Washington, DC: API, 2014.
Ferguson, K. R. “Vessel Corrosion Repair-1 Weld Overlay Chosen for
Corrosion Repair at Texas CO2 Plant.” Oil Gas J. 89, 48 (1991).
Gupte, S. V. “Inspection and Welding Repairs of Pressure Vessels.”
NDT.net. July 2004. www.ndt.net/article/v09n07/rajesh/rajesh.htm. July
13, 2015.
Gysbers, A. C. “Avoiding 5 Common Pitfalls of Pressure Vessel Thickness
Monitoring.” Inspectioneering 20, 4 (2014).
Partridge, I., J. Wintle, and J. Speck. 2005. “Pressure Vessel Corrosion
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technical-knowledge/published-papers/pressure-vessel-corrosion-damage-
assessment-november-2005. July