L4-WI-001f (Rev 6) Engineers Handbook - In Service Inspections

L4-WI-001f
ENGINEERS HANDBOOK –
PRESSURE EQUIPMENT (IN SERVICE)
DOCUMENT TITLE: ENGINEERS HANDBOOK – PRESSURE EQUIPMENT (IN SERVICE)
REFERENCE NUMBER: L4-WI-001f
DATE: 04-Jan-2016
REVISION NUMBER: 6
PAGES: 1 OF 21
INSTRUCTION CHANGE
Rev. Date Section Outline of Change Authorisation

0 10/11/2009 All First issue (split of WI-001b into 2 parts) Martin Coles
1 23/05/2012 All Update text and form references. Martin Coles
2 01/08/2012 14.2 Reference included for clarity and detail of reporting Martin Coles
3 02/05/13 All Rebrand and add to IMS Martin Coles
4 20-Sep-13 2.1, 14.0, 15.0 Update of procedure & form references. Martin Coles
& 16.0
5 19-Sep-14 1.0, 1.2, 7, Numerous changes including updating of references and
Martin Coles
8.3, 12, 14.2 adding text.
6 04-Jan-16 1.0 1.3 2.2 Numerous changes to work instruction. Martin Coles
3.1.1 3.1.2 Note: Track changes removed for legibility.
3.1.3 6.1 8.2
This Instruction has been generated and implemented to identify the controls that shall be applied by
members of staff in the department when carrying out their duties.
Only if authorised, is this Instruction approved for official issue and that members of staff shall complete the
tasks assigned in accordance with the mechanisms defined herein.
The Instruction forms part of a formal system within the Company which ensures that this document is
handled in a controlled manner in accordance with documented procedures.
This Instruction will be subject to audit as part of the Company policy towards Quality.
This document is considered CONTROLLED when obtained directly from the IMS section of the Applus Velosi SharePoint.
Any copies which are saved, exported or printed are deemed UNCONTROLLED and as such due care should be taken during their use.
Rev No. 6 Date 04-Jan-2016 Page 1 of 21

L4-WI-001f
Contents Page
1.0 Introduction 3
1.1 Scope 3
1.2 Definitions 3
1.3 References 3
2.0 In Service Inspection 3
2.1 Requirements Prior to Undertaking In Service Inspections 3
2.2 Preparatory Work 4
3.0 Scope of Inspection 5
3.1 External Inspection 5
3.1.1 General 5
3.1.2 Areas for Inspection 5
3.1.3 Damage Mechanisms 8
3.2 Non Destructive Testing (NDT) 9
4.0 In Service (Working) Examinations 9
4.1 Periodicity 9
4.2 Inspection of Parts 9
5.0 Out of Service (Thorough) Examinations 10
5.1 Periodicity 10
5.2 Internal inspection 10
5.3 On Stream Inspection 10
6.0 Corrosion and Minimum Thickness Evaluation 10
6.1 Hoop stress assessment 12
7.0 Pressure Test 11
7.1 Hydrostatic Testing 11
7.2 Pneumatic Testing 11
7.3 Safety Devices 11
8.0 Protective Devices 12
8.1 Repair Organisations 12
8.2 Inspection and Testing 12
8.3 Calibration Certificates 12
9.0 Repairs and Alterations 12
9.1 Welding 12
9.2 Repair Procedures 13
9.3 Materials 13
9.4 Filler Metal 13
9.5 Inspection and Non Destructive Testing 13
9.6 Testing 14
10.0 Heat Treatment 14
10.1 Preheat as an Alternative to Postweld Heat Treatment 14
10.2 Local Postweld Heat Treatment as an Alternative to Full Postweld Heat Treatment 14
11.0 Repairs to Stainless Steel Weld Overlay and Cladding 14
12.0 Inspection Frequency 15
12.1 Periodicity 15
12.2 Remaining Life 15
12.3 Inspection Frequency Based on Remaining Life 16
13.0 Re-rating of Pressure Vessels 16
14.0 Records and Reporting 16
14.1 Requirements 16
14.2 Report Forms 17
14.3 Postponement Notices 17
15.0 Action in Case of Imminent Danger 18
16.0 Appendices 19

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1.0 Introduction
This document sets out the methodology to be used by the Engineering Surveyor to ensure that the pressure equipment under examination
meets the safety requirements of the Pressure Systems Safety Regulations, 2000 (PSSR 2000) and its Approved Code of Practice (L122). It
must be noted that the Pressure systems safety regulations were amended in 2014. The regulations and scope did not change themselves
but the decision tree was updated and moved to the front section of the regulations with its new appendix. The relevant units equal to 1
bar have been moved to the back and a new addition was added in the form of appendix 4 that now makes reference to small pressure
vessels in schools.
1.1 Scope
The scope of this handbook covers only in-service inspection.
1.2 Definitions
In-service Inspection: In-service inspection refers to maintenance inspection, repair, alteration and re-rating of
pressure equipment which is installed and in use within a facility.
In-service inspection is governed by the original construction codes or standards.
Pressure system:
a. a system comprising one or more pressure vessels of rigid construction, any associated pipework and protective devices, or
b. the pipework with its protective devices to which a transportable pressure receptacle is, or is intended to be, connected or
c. a pipeline and its protective devices, which contains or is liable to contain a relevant fluid, but does not contain a transportable
pressure receptacle.
Protective devices: devices designed to protect the pressure system against system failure and devices designed to
give warning that system failure might occur. Bursting devices are included in this definition.
Relevant fluid:
a. steam;
b. any fluid or mixture of fluids which is at a pressure greater than 0.5 bar above atmospheric pressure, and which fluid
or mixture of fluids is:-
i. a gas, or
ii. a liquid which would have a vapour pressure greater than 0.5 bar above atmospheric pressure when in
equilibrium with its vapour at either the actual temperature of the liquid or 17.5oC, or
c. a gas dissolved under pressure in a solvent contained in a porous substance at ambient temperature and which could
be released from the solvent without the application of heat.
Safe Operating Limits: the operating limits (incorporating a suitable margin of safety) beyond which system failure is
liable to occur. Regulation 7 of the PSSR 2000 prohibits the operation of a pressure system until the safe operating limits have
been established. Regulation 7 complements regulation 5 which makes the designer, manufacturer and supplier responsible for providing
adequate information about the system or its component parts.
Written Scheme of Examination: describes the pressure system to be examined, listing all protective devices, all pressure vessels,
pipelines and those parts of the pipework in which a defect might give rise to danger.
The Written Scheme shall be drawn up, or certified as being suitable, by a Competent Person.
The Written Scheme shall specify the nature and frequency of examinations and shall detail any preparatory work necessary to ensure that
the system is safe to examine, other than those measures it would be reasonable to expect the Owner/User to take without specialist
advice.
The Written Scheme of Examination for a pressure system shall be reviewed following the out-of-service examination but
before the written report of that examination is issued.
Note: Regulation 8 of the PSSR prohibits the operation of a pressure system until a Written Scheme of Examination has
been prepared and certified as suitable by the Competent Person.
Consequently it is not permissible to examine a pressure system unless a certified Written Scheme of Examination is available for review by
the Inspector.
1.3 References
Pressure Systems Safety Regulations, 2000, SI 128 (PSSR 2000 as amended 2014)
Pressure Systems Safety Regulations, 2000 - Approved Code of Practice, L122

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2.0 In service Inspection

2.1 Requirements Prior to Undertaking In-Service Inspections
In-service inspection is restricted to pressure equipment that has documented construction records, design data and a continuous certificate
issued in accordance with the governing code or standard. This data shall be available for review by the Surveyor prior to in-service
inspection taking place.
Previous inspection reports and records of any repairs and/or alterations shall also be available for review by the surveyor.
Prior to any inspection taking place, a Written Scheme of Examination for the pressure equipment, issued or approved by a Competent
Person shall be supplied to the Surveyor.
Inspection Surveyors carrying out in-service inspection shall be assessed and qualified to the minimum requirements of APPLUS VELOSIthe
Operational Control Procedure (L3-OCP-051), Recruitment & Personnel procedures (L2-PRC-008 & 008a), and UKAS RG2 Accreditation for
in-service inspection of Pressure Systems/Equipment (if activities local to United Kingdom). The Surveyor shall only undertake examinations
which he has been assessed and accredited for by the APPLUS VELOSI Technical Manager and recorded on the Surveyors Approval
Certificate (L5-FMT-241).
Safety is paramount when carrying out in service inspection and HSE policies must be strictly observed. The owner of the pressure
equipment must ensure that preparatory work is carried out and the Engineering Surveyor must be satisfied
that the equipment is safe to work on prior to commencement of the survey.
2.2 Preparatory Work

Safety precautions are important in pressure vessel inspection because of limited access to and confined space entry into pressure vessels.
Health and Safety Executive (HSE) regulations pertaining to confined spaces and any other HSE safety rules should be reviewed and
followed, where applicable.
For an internal inspection, the vessel should be isolated from all sources of liquids, gases or vapours by blinds or other positive methods.
The vessel should be drained, purged, cleaned, ventilated and gas tested before it is entered.
Where required, protective equipment that will protect the eyes, lungs and other parts of the body from specific hazards that may exist in
the vessel shall be worn.
Non-destructive testing equipment used for the inspection is subject to the safety requirements customarily followed in a gaseous
atmosphere.
Before starting the examination, all persons working in the vicinity of the vessel must be informed that people are going to be working
inside it.
People working inside the vessel must be informed when any work is going to be done on the outside of the vessel.
There should always be a Watchman stationed outside the vessel when work is being carried out inside and a safety tagging system should
be in operation to indicate that personnel are inside the vessel
The tools and personal safety equipment needed must be checked before the vessel inspection commences.
The Surveyor may require the following inspection equipment to be available.
a. Portable lights, including a flashlight.

b. A flashlight with a bulb on a flexible cable.
c. A thin bladed knife.
d. A broad chisel or scraper.
e. A pointed scraper.
f. Inspection mirrors.
g. Inside callipers.
h. Outside callipers.
i. Steel tape [50 feet (15 metres)].
j. A soft tape to measure circumference
k. An inspector’s hammer or ball peen hammer (4 ounce or 8 ounce).
l. Ultrasonic thickness measuring equipment.

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m. Tube gauges (inside diameter).
n. A steel rule.
o. A pit depth gauge.
p. Paint or crayons.
q. A notebook and pencils.
r. A straightedge.
s. A wire brush.
t. A plumb bob and line.
u. A magnet.
v. A magnifying glass.
w. Plastic bags for corrosion product samples.
Other related equipment that might be provided for inspection includes planking, scaffolding, bosun’s chairs, chain or rope ladders, safety
devices for climbing flares or ladders without cages, stages for lifting by cranes, radios and portable ladders. If external scaffolding is
necessary, it should be erected before the inspection starts with a valid and in date tagging.
3.0 Scope of Inspection

The following is the scope of inspection for Engineering Surveyors, however the Surveyor must use best judgement in carrying out in-
service inspection and must refer to the original construction code or standard.
3.1 External Inspection

3.1.1 General
External inspections can be made while the vessel is in operation, providing this is deemed safe to do, and there is no danger of scolding
from equipment working at elevated temperatures, spillage or leaking product, or exposure to any rotating parts. Any inspection made
during vessel operation will reduce the period during which the vessel will be out of service.
3.1.2 Areas for Inspection

Ladders, Stairways, Platforms and Walkways
The external inspection of pressure vessels should start with ladders, stairways, platforms or walkways connected to or bearing on the
vessel.
A careful visual inspection should be made for corroded or broken parts, cracks, the tightness of bolts, the condition of paint or galvanised
material, wear of ladder rungs and stair treads, the security of handrails, and the condition of flooring on platforms and walkways. Visual
inspection should be supplemented by hammering and scraping to remove oxide scales and other corrosion products; floor plates can be
removed to check their supporting members. The tightness of bolts can be determined by tapping them with an inspector’s hammer or a
small ball peen hammer or by trying the nuts with a wrench. Wear on metal stair treads and flooring may not only weaken them but also
make them slippery if worn smooth. Depressions in platforms should be closely checked, because water lying in depressions can accelerate
corrosion. Crevices should be checked by picking at them with a pointed scraper. Loose or broken parts are easily found by tapping with a
small ball peen hammer or an inspector’s hammer. If desired, thickness measurements of the platforms and structural members can be
made with transfer callipers.
Corrosion is most likely to occur where moisture can collect. On ladders and stairs, corrosion is likely to concentrate where rungs or treads
fit into the runners or stringers. Crevice corrosion may exist around the heads of bolts and nuts, at bracket connections between stair
treads and angle supports and at connections between intermediate supports and the vessel wall. Welded bracket connections are
especially susceptible to corrosion, as the welds are usually rough, and it is difficult to apply a good, void free paint coating to them.
Corrosion may exist beneath a paint film and will be indicated by
rust stains shown through the paint or by a blistering a general lifting of the paint film.
The condition of most parts can be determined by hammering. Where corrosion appears to be severe, the actual thickness
should be determined by the use of callipers or other suitable means
Foundations and Supports

Foundations for vessels are normally constructed of steel reinforced concrete or structural steel fireproofed with concrete.
These should be inspected for deterioration such as spalling, cracking and settling.
The foundations for exchangers usually consist of steel cradles on concrete piers. Occasionally the supports are made
entirely of steel.

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The crevice formed between an exchanger shell or a horizontal vessel and a cradle support should be carefully checked. Moisture lying in
the crevice can cause rapid attack on carbon steel and on low alloy chromium molybdenum steels. If the cradle is sealed with a mastic
compound, this seal should be checked by judiciously picking at the mastic with a scraper to make sure that it is intact. Cradles are often
seal welded to vessel shells to prevent moisture from accumulating in the
crevice and causing corrosion.
Spalling can be caused by excessive heat, mechanical shock, the corrosion of reinforcing steel or the freezing and expansion of entrapped
moisture. Inspection for this type of damage should consist of visual observation and scraping.
Measurements of the depth of such damage can usually be made with a straight edge of a steel rule.
Cracks in concrete or fireproofing may be caused by excessive heat, poor design or material, mechanical shock or unequal
settlement. Inspection for cracks should be mostly visual. Some picking with a pointed scraper may be helpful.
Very small openings or cracks in concrete or fireproofing caused by high temperature or by temperature variation can usually be identified
by their hair-like appearance. Such cracks are not usually serious unless the expose the reinforcing
steel to corrosion.
When major cracks appear and propagate, and measurements indicate that no settlement has taken place, the cracks are probably the
result of poor design or poor material. A complete check or engineering study may be required. If such investigations show that the design
is correct, the cracks are likely to have been caused by the use of poor concrete material. Careful visual examination and minor chipping
with a hammer will usually confirm or contradict the diagnosis,
but removal of a core for testing may be required.
Some settling is expected in any foundation. When settlement is even and of a nominal amount, no problem should be experienced.
However, if excessive or uneven, the settlement should be corrected before serious damage occurs. When
foundation or support settlement has occurred, the condition of piping connected to the vessel should be checked.
Records of settlement should be maintained on vessels known to be settling. A rough check for uneven settling can be made with a plumb
line and steel rule. When accurate measurements are desired, a surveyor’s level may be used. When settlement is appreciable, it can be
observed by noting the misalignment of the foundation with the surrounding paving or ground. The frequency with which settlement
measurements should be taken depends on the rate and the seriousness of the settlement. Measurements should be taken until the
settlement stops. Vessels supported on long concrete slabs or on two or more separate foundations are more likely to undergo uneven
settlement.
Anchor Bolts
Although the condition of anchor bolts cannot always be completely determined by visual inspection, the area of contact between the bolts
and any concrete or steel should be scraped and closely examined for corrosion. Although this will not reveal the condition below the top
surface of the base plate or lugs, a sideways blow with a hammer may reveal complete or nearly complete deterioration of the anchor bolt
below the base plate. Distortion of anchor bolts may indicate serious foundation settlement. The nuts on anchor bolts should be inspected
to determine whether they are properly tightened.
Ultrasonic techniques may also be used to test bolts.
Concrete Supports
Inspection of concrete supports is similar to inspection of concrete foundations. The opening between concrete supports and a vessel shell
or head should be sealed to prevent water from seeping between the supports and the vessel. A visual inspection with some careful picking
and scraping should disclose the condition of the seal. A concentration cell could develop causing rapid corrosion.
Steel Supports
Steel supports should be inspected for corrosion, distortion and cracking.
The remaining thickness of corroded supporting elements (skirts, columns and bracing) is of primary importance, it can usually be
determined by readings with transfer or indicating callipers in the most severely corroded areas. The reading should be compared with the
original thickness (if known) or with the thickness of un-corroded sections to establish a corrosion rate. Visual examination of the support
surfaces should be supplemented by wire brushing, picking and tapping with a hammer. On large skirt supports, ultrasonic thickness
measuring devices can be used. Often corrosion of structural elements can be virtually eliminated simply by keeping the structural elements
properly painted. Galvanising is one of the best methods of protecting steel structures from corrosion.
Columns and load carrying beams should be inspected for buckling or excessive deflection. They can be inspected visually with the aid of a
straightedge or plumb line. Distortion of cylindrical skirts can be detected by diameter measurements at several points approximately 60
degrees (1.0 radian) apart.
The inside surface of a skirt sheet is often subject to attack by condensed moisture, especially when the temperature in the enclosed area is
less than approximately 100°F (40°C) or when steam is put in the skirt to warm the bottom of the vessel. Visual inspection will usually
disclose the condition of the metal surface. If a layer of scale or rust has built up, it should be wire brushed or scraped off before the
inspection is made.

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Vessel support lugs should be inspected to see that they are sound. Scraping will usually reveal corrosion. Tapping with a hammer will
disclose extreme thinning. Connecting fasteners should be checked for corrosion and general tightness. Any crevices found should be
examined for crevice corrosion by picking. Cracks can occur in all types of supporting structures and lugs. However, they are most likely to
appear in welded structures. The welds and the areas adjacent to the welds are the most common locations of cracks. If the vessel is in
service, the inspection will probably be limited to visual methods of detecting cracks. Magnetic particle (wet or dry), dye penetrant or
ultrasonic inspection methods may be used to supplement visual examination. These methods will often require further surface preparation.
If supporting skirts are insulated, the insulation should be inspected. Visual inspection will usually disclose any deterioration of the
insulation. If there is reason to suspect that water or moisture is seeping through to the steel, enough insulation should be removed to
determine the extent of any corrosion. Even if corrosion is noted on areas of legs that are not part of the pressure envelope it shall be
reported upon to stop a possible contributing factor towards the unintentional release of stored energy.
The fireproofing on support beams and skirts should be inspected. It is usually made of brick or concrete. Visual examination aided by
scraping will disclose most defects. Very light taps with a hammer will disclose lack of bond between concrete fireproofing and the
protected steel. If moisture can get behind the fireproofing, the steel may corrode and cause the fireproofing to bulge. Bulging of the
fireproofing may indicate corrosion and should be investigated. Rust stains on the surface of the fireproofing may indicate corrosion of the
metal underneath.
Guy Wires
Most vessels are self-supporting structures. Some towers or columns are guyed for support by steel cables. These cables radiate to the
ground and end in the concrete deadman anchors beneath the ground surface.
The connections to the tower and to each ground anchor point should be inspected for tightness and correct tension. Visual examination
should be sufficient. If there is a question regarding the correct tension in the cables, a structural engineer should be consulted.
The cable should be inspected for corrosion and broken strands. The threaded parts of any turnbuckles are subject to crevice corrosion.
Picking with a pointed scraper will reveal this corrosion.
The wire rope clips on the guy wire cable – at the tower and at the ground anchor point – should be checked for correct installation. The
clips should be attached to the cable with the base against the live or long end and the U bolt against the dead or short end of the wire
rope. The clips should be spaced at least six rope diameters apart to insure maximum holding power. The number of clips necessary for
each wire rope end depends on the diameter of the wire rope. This number can be found in wire rope catalogues and in engineering
handbooks.
Nozzles
If any settling of the vessel has occurred, nozzles and adjacent shell areas should be inspected for distortion and cracking. Excessive
pipeline expansions, internal explosions, earthquakes and fires may also damage piping connections. Flange faces may be checked with a
flange square for distortion. If there is any evidence of distortion or cracks in the area around the nozzles, all seams and the shell in this
area should be examined for cracks. The area should be abrasive-grit blasted or wire brushed. Magnetic Particle (wet or dry), dye
penetrant, ultrasonic, or replication techniques may be used to supplement visual examination. (Catalytic Reformer equipment operating at
temperatures of more than 482°C may experience creep embrittlement damage during operation. Replication is a useful technique in
detecting this damage).
Nozzles should be internally inspected when possible for corrosion, cracking and distortion. The inspection can be visual with the aid of a
scraper and flashlight or an endoscope.
Exposed gasket surfaces should be checked for scoring and corrosion. The surfaces should be cleaned thoroughly and carefully for a good
visual inspection.
The grooves of ring joint flanges should be checked for cracks due to excessive bolt tightening. Also, stainless steel ring joint grooves
should be checked for stress corrosion cracking. Non Destructive Testing (NDT) methods such as magnetic particle (wet or dry), dye
penetrant, or ultrasonic techniques may be used to supplement visual examination.
Lap joint flanges or slip flanges such as Van Stone flanges should be checked for corrosion between the flange and the pipe. The check can
be made from inside the pipe by special probes and ultrasonic thickness measuring devices. The flanges can also be moved for inspection
after bolt removal.
Wall thicknesses of nozzles should be measured. Callipers, ultrasonic instruments, or radiography may be used. Internal diameter
measurements may be taken with inside callipers to monitor corrosion; the pipe does not have to be removed for this measurement, but
the vessel must be open and approved for internal inspection. These measurements should be recorded and compared with previous or
original thickness readings. Any losses should by analysed and appropriate action, such as renewal if thickness is near or at the minimum,
consideration of lining installation if feasible, monitoring at shorter intervals, and use of corrosion inhibitors, should be taken.
Leaks are likely to occur at piping attachments to the vessel wall. Leaks can best be located visually while the vessel is in service or under
test conditions.
Earthing Connections

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Earthing connections should be visually examined to see that good electrical contact is maintained. These connections provide a path for
the harmless discharge or lightning or static electricity into the ground. The system usually consists of a stranded copper conductor with
one end bolted to the vessel and the other end brazed or bolted to an iron or copper rod placed deep into the ground. The cable
connections should be checked for tightness and positive bonding to the vessels. The continuity of all earth wires should be checked. No
break should exist in the Earthing circuit. Test the system to see that the resistance to earth does not exceed the accepted values in the
area. Recommended resistance is 5 ohms or less, and resistance is not to exceed 25 ohms; jurisdictional requirements in some areas differ
from these values, and will govern, and need to be checked.
Auxiliary Equipment
Auxiliary equipment, such as gauge connections, sight glasses and safety valves, may be visually inspected while the unit is in service.
Undue vibration of these parts should be noted. Any vibration analysis should be performed by a -Specialist Engineer to ensure that the
vibrations will not cause fatigue failure.
Protective Coatings and Insulation

The condition of protective coating or insulation on a vessel shell should be determined. Rust spots, blistering and film lifting are the types
of paint failures normally found. Rust spots and blisters are easily found by visual examination. Film lifting is not easily seen unless the film
has bulged appreciably or has broken. It can be found by picking at the film with a scraper or knife in the suspected areas. Scraping paint
away from blisters and rust spots often reveals pits in the vessel walls. The depth of such pitting can be measured with a pit gauge or a
depth gauge. The most likely spots to search for paint failure are in crevices, in constantly moist areas, and at welded or riveted vessel
seams. The bottom heads or vessels supported on skirts in humid locations are other likely points of paint failure.
Visual examination of insulation is normally sufficient to determine its condition. A few samples may be removed to better determine the
condition of the insulation and the metal wall under it. The supporting slips, angles, bands and wires should all be examined visually for
corrosion and breakage. Occasionally, special blocks of insulation may be installed so that they are easily removable. These blocks are
installed where it is desirable to make periodic inspections, usually at welded seams.
External Metal Surfaces

The external metal surfaces of a vessel may be inspected visually, supplemented by picking, scraping and limited hammering to locate
corroded areas.
Caution: Extreme care should be used on operating equipment containing hot, harmful, or high pressure material. If conditions warrant,
scaffolding may be erected around a vessel to permit access to all surfaces.
The degree of surface preparation required for external inspection depends on the type and extent of deterioration expected. Under normal
conditions, thorough cleaning to bare metal will be needed only at those points where ultrasonic thickness measurements are taken. When
cracking or extensive pitting is suspected, thorough cleaning of a large area (possibly the entire vessel shell) may be required.
Hand tools such as a pointed scraper, an inspector’s hammer, a wire brush, a scraper and a file can be used to clean small spots. For larger
areas, power wire brushing or abrasive blasting will usually be cheaper and more effective than the use of hand tools.
Any evidence of corrosion should be investigated and the depth and extent of the corrosion should be determined.
Thickness measurements of the vessel walls, heads and nozzles are usually required at each out-of-service vessel inspection. Whether these
measurements are taken from the outside of a vessel or the inside will depend on the location and accessibility of the corroded areas.
Under normal conditions, at least one measurement in each shell ring and one measurement on each head should be taken. However, if
much corrosion is evident, several readings should be taken in the most corroded areas.
If no history of a particular vessel exists, thickness measurements should be taken in each quadrant of each shell ring and on the heads.
Ultrasonic instruments may be used for these measurements.
3.1.3 Damage Mechanisms

External Evidence of Corrosion
Certain types of corrosion may be found on external surfaces of a vessel. Among these are atmospheric corrosion, caustic embrittlement,
hydrogen blistering, and soil corrosion. Further information on the various types of damage mechanisms encountered in pressure systems
may be found in API RP 571.
Atmospheric Corrosion
The extent of atmospheric corrosion on the outside of a vessel will vary with local climatic and service conditions. In humid areas and in
areas where corrosive chemical vapours are present in the air, corrosion of external shell surfaces may be a problem. Vessels operating in a
temperature range that will permit moisture to condense are most susceptible.
Corrosion of this type is usually found by visual inspection.

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Corrosion Under Insulation (CUI)
Certain vessels may be subject to corrosion resulting from water trapped under insulation or fireproofing. Materials affected are likely to be
carbon steel, low alloy steels, 300 series stainless steel and duplex stainless steels. Insulation should be closely examined for any signs of
staining (rust) and for any locations where moisture might enter and be trapped. Generally CUI is likely to occur at operating temperature
below 121oC but in marine environments, where significant amounts of moisture may be present, the temperature range where CUI might
occur can be extended significantly above 121oC. where CUI is likely to be a problem, a structured and systematic inspection strategy
should be developed.
Crevice corrosion
This type of corrosion refers to corrosion occurring in confined spaces to which the access of the working fluid from the environment is
limited. These spaces are generally called crevices. Examples of crevices are gaps and contact areas between parts, under gaskets or seals,
inside cracks and seams.
Caustic Embrittlement
If a caustic material is stored or used in a vessel, the vessel should be checked for caustic embrittlement. This type of attack is most likely
to occur at connections for internal heating units and in areas of residual or other high stress. The more susceptible areas are around
nozzles and in or next to welded seams. Frequently, visual inspection will disclose this type of attack. The caustic material seeping through
the cracks will often deposit white salts that are readily visible.
Magnetic particle, dye penetrant and ultrasonic inspection methods may also be used to check for caustic embrittlement.
Hydrogen Blistering
Those areas below the liquid level in vessels containing acidic corrodents are more likely than other areas to be subject to hydrogen
blistering. Hydrogen blistering is more often found inside a vessel than outside but may be found either inside or outside depending on the
location of the void that causes the blistering. Blisters are found most easily by visual examination. A flashlight beam directed parallel to
the metal surface will sometimes reveal blisters. When many small blisters occur, they can often be found by running the fingers over the
metal surface.
Contact Points
Attention should be given to metal surfaces in contact with concrete saddles. In humid atmospheres, severe attack at the
points of support may require weld repairs and subsequent application of protective coatings.
Soil Corrosion
Vessels that are partially or completely underground are subject to soil corrosion wherever they are in contact with the ground. This
corrosion will be especially intense in areas where cinder fills were used or where acid splashover has occurred. Inspection of the vessel
surface will require thorough cleaning. Abrasive blasting will usually provide the best surface preparation. Visual examination, supplemented
by picking and tapping, will disclose most faults. The location of any deep pitting shall be recorded. Good judgement should be used in
determining how much of the surface should be uncovered to permit this inspection. The most severe corrosion will usually be found at
ground level and up to several inches below.
External Examination
The external surfaces of the vessel should be examined not only for corrosion but also for leaks, cracks, buckles, bulges, defects in the
metal plates and deformation and corrosion of any external stiffeners. If the vessel is insulated, small sections or insulation should be
removed, particularly where moisture might accumulate, to gain a general idea of whether
external corrosion is occurring.
Leaks
Unless readily visible, leaks are best found by pressure or vacuum testing the vessel. If there are visual or other indications that a leak
comes through a crack, more thorough methods of examination should be employed.
Cracking
In welded vessels, cracks are most commonly found at nozzle connections, in welded seams, and at bracket and support welds. In riveted
vessels, the most common location is at metal ligaments between the rivets. Normally, close visual inspection with some picking or scraping
will disclose most cracks. When cracking is suspected in an area, the entire area should be cleaned by an appropriate method – such as
wire brushing, high pressure water blasting, or abrasive grit blasting – to facilitate inspection. If visual inspection is not sufficient (often the
case in the detection of amine and deaerator cracking), wet or dry magnetic particle, shear wave ultrasonic, dye penetrant, or acoustic
emission analysis may be used to locate and provide additional information on the structural significance of cracks or other discontinuities.
Wet fluorescent magnetic particle analysis is more sensitive than dry fluorescent magnetic particle analysis.
Deformation
Buckles and bulges will normally be quite evident. Small distortions can be found and measured by placing a straightedge against the shell
of the vessel. Determining the cause of distortion is very important. Causes of distortion such as internal vapour explosions or excessive
internal corrosion will be disclosed by the internal inspection. Settlement, earthquakes, extensive distortion in connected piping and other
sources can often be determined by external inspection. The extent of bulging or buckling can be determined by measuring the changes in

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circumferences or by making profiles of the vessel wall. Profiles are made by taking measurements from a line parallel to the vessel wall. A
surveyor’s transit or an 180 degree optical plummet may also be used.
Hot spots
Hot spots that have developed on the shell or heads of vessels that are internally insulated should be inspected at frequent intervals while
the vessel is in service. Evidence of bulging should be noted and recorded. A check of the skin temperature of the metal in the hot spot
area can be made by using a portable thermocouple, infrared thermal imaging equipment, or temperature indicating crayons or special
paints. A complete dimensional check in the hot spot area should be made when the vessel is shut down. Using replication techniques or
taking a material sample (a boat or other sample) should be considered if the temperatures were sustained above 800°F (427°C) [or 500°F
(260°C) for a long period of time. If hydrogen attack is a possibility, an experienced metallurgist or engineer should be consulted.
Laminations and Mechanical Damage

The external surfaces should be checked for laminations and mechanical damage. Laminations that come to the surface can be detected by
visual inspection. Mechanical damage such as gouges and dents should be inspected. The depth and extent of any surface gouge should be
measured when the gouge seems large enough to affect the strength of the vessel.
All gouges shall be reported.
Usually a certain amount of external auxiliary equipment is attached to a pressure vessel.This equipment should be examined to ensure that
it is fit for purpose and includes items such as the following:
a. Drain lines and other connected piping.
b. Gauges for liquid level, pressure and temperature and other instruments.
c. Safety and relief valves.
d. External water sprays and other fire fighting equipment.
3.2 Non-Destructive Testing (NDT)

Where Non-Destructive Testing (Ultrasonics, Radiography, MPI, Penetrant Testing, Eddy Current, etc) is employed to supplement visual
examinations, it will be necessary to review the qualifications of the NDT Operators. They should be independently certified in accordance
with EN 473. In the UK, this normally means that they will be qualified to PCN level 1, 2 or 3, as appropriate. If there is any query regarding
the acceptability of NDT qualifications, the Surveyor should contact Velosi, Reading office where an online check will establish the validity.
4.0 In Service (Working) Examinations

4.1 Periodicity
The period between in service examinations shall not exceed the period as shown in the Written Scheme of Examination.
4.2 Inspection of Parts

The following inspections are not all inclusive for every vessel, but they do include the features that are common to most vessels and that
are most important. Surveyors must supplement this list with any additional items necessary for the particular vessel or vessels involved.
a. Examine the surfaces of shells and heads carefully for possible cracks, blisters, bulges, corrosion and other signs of deterioration. Pay
particular attention to the skirt and to support attachment and knuckle regions of the heads. If evidence of distortion is found, it may
be necessary to make a detailed check of the actual contours or principal dimensions of the vessel and to compare those contours
and dimensions with the original design details.
b. Examine welded joints and the adjacent heat affected zones for service induced cracks or other defects. On riveted vessels, examine
rivet head, butt strap, plate, and caulked edge conditions. If rivet shank corrosion is suspected, hammer testing or spot radiography
at an angle to the shank axis may be useful.
c. Examine the surfaces of all manways, nozzles and other openings for distortion, cracks and other defects, paying particular attention
to the welding used to attach the parts and their reinforcements. Normally, weep holes in reinforcing plates should remain open to
provide visual evidence of leakage as well as to prevent pressure build up in the cavity. Examine accessible flange faces for distortion
and determine the condition of gasket seating surfaces.
5.0 Out of Service (Thorough) Examinations

L4-WI-001f
5.1 Periodicity
The period between internal or on-stream inspections shall not exceed the period as shown in the Written Scheme of Examination (WSE).
Equipment that is not adequately protected from corrosive environments may experience significant internal corrosion while idle and this
should be taken into consideration when setting inspection intervals. In no case should these exceed one half the estimated remaining life
of the vessel based on the latest corrosion rate data, or 10 years since the last inspection. External inspections for vessels in non continuous
service may remain the same as for continuous service.
5.2 Internal Inspection

Except as noted below, internal inspection is normally the preferred method of inspection and shall be conducted on vessels subject to
significant localised corrosion and other types of damage. At the discretion of the Surveyor, on-stream inspection may be substituted for
internal inspection in the following situations:
a. When size, configuration, or lack of access makes vessel entry for internal inspection physically impossible.
b. When the general corrosion rate of a vessel is known to be less than 0.005 inch (0.125 millimetre) per year and the estimated
remaining life is greater than 10 years, and all of the following conditions are met:
i.. The corrosive character of the contents, including the effect of trace components, has been established by at least 5 years of
the same or comparable service experience with the type of contents being handled.
ii. No questionable condition is disclosed by the external inspection.
iii. The operating temperature of the steel vessel shell does not exceed the lower temperature limits for the creep rupture range of
the vessel material.
iv. The vessel is not considered to be subject to environmental cracking or hydrogen damage from the fluid being handled.
v. The vessel is not strip lined or plate lined
If any of the requirements of item b above are not met, as a result of conditions noted during the scheduled on-stream inspection, the next
scheduled inspection shall be an internal inspection.
5.3 On-Stream Inspection

When an on-stream inspection is conducted in lieu of an internal inspection, a thorough examination shall be performed using ultrasonic
thickness measurements, or radiography, or other appropriate means of NDT to measure metal thicknesses and / or assess the integrity of
the metal and welds.
If an on stream inspection is conducted, the Surveyor shall be given sufficient access to all parts of the vessel (heads, shell and nozzles) so
that he is satisfied than an accurate assessment of the vessel condition can be made.
a. A representative number of thickness measurements must be conducted on each vessel to satisfy the requirements for an internal or
on-stream inspection. For example, the thickness for all major components (shells, heads, cone sections) and a representative sample
of vessel nozzles should be measured and recorded, and the remaining life and next inspection interval should be calculated for the
limiting component.
b. A decision on the number and location of the thickness measurements should consider results from previous inspections, where
available, and the potential consequence of loss of containment.
c. Measurements at a number of thickness measurement locations (TMLs) are intended to establish general and localised corrosion rates
in different sections of the vessel.
A minimal number of TMLs are acceptable when the established rate of corrosion is low and not localised.
For pressure vessels susceptible to localised corrosion, it is vital that those knowledgeable in localised corrosion mechanisms be
consulted about the appropriate placement and number of TMLs. Additionally, for localised corrosion, it is important that
inspections are conducted using scanning methods such as profile radiography, scanning ultrasonics, and/or other suitable NDT
methods that will reveal the scope and extent of localised corrosion.
6.0 Corrosion and Minimum Thickness Evaluation

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Corrosion may cause a uniform loss of wall thickness (a general, relatively even wastage of a surface area) or may cause a pitted
appearance (an obvious, irregular surface wastage). Uniform corrosion may be difficult to detect visually and thickness readings may show
the surfaces under examination to be thinner than they appear visually. Thickness readings may be necessary to determine the full extent
of metal loss. Pitted surfaces may be thinner than they appear visually and where there is uncertainty about the original surface condition,
thickness determinations may also be necessary.
The minimum actual thickness and maximum corrosion rate for any part of a vessel may be adjusted at any inspection. When the minimum
actual thickness or maximum corrosion rate is to be adjusted, one of the following methods of gauging thickness should be considered:
a. Any suitable non destructive examination, such as ultrasonic or radiographic examination, that will not affect the safety of the vessel
may be used as long as it will provide accurate minimum thickness determinations. When a measurement technique produces
considerable uncertainty, test holes may be drilled, or other non destructive techniques, such as ultrasonic A scan, B scan or C scan,
may be employed. Profile radiography may be also utilised.
b. If suitable openings are available, measurements may be taken through them.
c. The depth of corrosion may be determined by gauging the uncorroded surfaces within the vessel when such surfaces are in the
vicinity of the corroded area.
d, For a corroded area of considerable size in which the circumferential stresses govern, the least thickness along the most critical
element of the area may be averaged over a length not exceeding the following:
i. For vessels with inside diameters less than or equal to 60 inches (150 centimetres), one half the vessel diameter or 20 inches
(50 centimetres), whichever is less.
ii. For vessels with inside diameters greater than 60 inches (150 centimetres), one third the vessel diameter or 40 inches (100
centimetres), whichever is less.
iii. When the area contains an opening, the distance on either side of the opening within which the thicknesses are averaged
shall not extend beyond the limits of the reinforcement as defined in the relevant code or standard.
iv. If, because of wind loads or other factors, the longitudinal stresses govern, the least thickness in a similarly determined
length of arc in the most critical plan perpendicular to the axis of the vessel also shall be averaged for computation of the
longitudinal stresses.
v. The thickness used for determining corrosion rates at the respective locations shall be the average thickness determined as in
the preceding paragraphs.
vi. The actual thickness as determined by inspection shall be understood to mean the most critical value of the average thickness
that has been determined.
e. Widely scattered pits may be ignored as long as the following are true:
i. No pit depth is greater than one half the vessel wall thickness exclusive of the corrosion allowance.
ii. The total area of the pits does not exceed 7 square inches (45 square centimetres) within any 8 inch (20 centimetre)
diameter circle.
iii. The sum of their dimensions along any straight line within the circle does not exceed 2 inches (5 centimetres).
6.1 Hoop Stress Assessment
Another aid for the surveyor to enable a clear and thorough assessment of the vessel is to calculate the stress in the hoop direction. This
method of calculation is based on a stress element within the vessel shell itself. To enable this to be carried out the surveyor will take a
measurement around the vessels outer circumference and then divide that result by pi (3,142) to get the diameter. The next stage is to
multiply the vessels pressure by the diameter and divide by 2 times the wall thickness. The result should be no greater than 80 Mpa to
allow for a sufficient margin of safety (if this result is greater the technical manager must be informed). Note that when calculating hoop
stress all units must be the same, also when the mean diameter divided by the thickness is less than 20 then the thin membrane theory
shall apply.
7.0 Pressure Test

When the Surveyor believes that a pressure test is necessary or when, after certain repairs or alterations, the inspector believes that one is
necessary, the test shall be conducted at a pressure in accordance with the construction code used for determining the maximum allowable
working pressure. Prior to any testing taking place, detailed pressure test procedures shall be submitted to the surveyor for review.
7.1 Hydrostatic Testing

To minimise the risk of brittle fracture during the test, the metal temperature should be maintained at least 17ºC above the minimum
design metal temperature for vessels that are more than 2 inches thick, or 6ºC above for vessels that have a thickness of 2 inches or less.
The test temperature need not exceed 50ºC unless there is information on the brittle characteristics of the vessel material indicating that a
lower test temperature is acceptable or a higher test temperature is needed.

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Before applying a hydrostatic test to equipment, consideration should be given to whether the design of the supporting structure and
foundations are adequate.
7.2 Pneumatic Testing

Pneumatic testing may be used when hydrostatic testing is impracticable because of temperature, foundation, refractory lining or process
reasons; however, the potential risk to personnel and property of pneumatic testing shall be considered before such testing is carried out.
As a minimum, the inspection precautions contained in the vessel construction code shall be applied in any pneumatic testing procedure.
7.3 Safety Devices

When a pressure test is to be conducted in which the test pressure will exceed the set pressure of the safety relief valve with the lowest
setting, the safety relief valve or valves should be removed.
An alternative to removing the safety relief valves is to use test clamps to hold down the valve disks.
Applying an additional load to the valve spring by turning the compression screw is not recommended.
Other appurtenances, such as gauge glasses, pressure gauges, and rupture disks, which may be incapable of withstanding the test pressure
should also be removed or should be blanked off or vented.
When the pressure test has been completed, pressure relief devices of the proper settings and other appurtenances removed or made
inoperable during the pressure test shall be reinstalled or reactivated.
For all pressure tests, a Pressure Test Gauge of suitable size and range shall be fitted. The
pressure gauge shall be provided with proof of calibration, carried out by a UKAS or equivalent
accredited body in accordance with ISO 17025 with traceability to National or International
Standards. Documentation to include test results indicating the degree of error recorded during
the calibration test.
8.0 Protective Devices

8.1 Repair Organisations
Protective devices such as pressure relief valves gauges must operate correctly in order to maintain the integrity of pressure systems.
Where such equipment has been tested and repaired by maintenance organisations appointed by clients, Velosi shall ensure that each
repair organisation has a fully documented quality management system, and ideally be accredited by the local accreditation body (e.g.
UKAS). Alternatively their competence may be assessed by Velosi via their quality control system which shall meet the requirements of EN
17025 & EN 17020 relevant to the scope of the activities.
In addition to the general quality system elements such as management, organisation and internal audits etc, as a minimum, the following
requirements and pieces of documentation should be included in the quality management and testing/inspection systems:
- Service, complaints and customer feedback

- Control of nonconforming work
- Subcontracting
- Technical requirements
- Personnel, training and competence
- Accommodation and environmental conditions
- Test and calibration methods
- Validation methods
- Equipment and traceability
- Sampling
- Handling of samples
- Assuring quality of results
- Reporting (including results traceable to national standards)
Each repair organisation shall also have a fully documented training program to ensure that repair personnel are qualified and competent
within the scope of the repairs.

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8.2 Inspection and Testing
Protective devices shall be examined at intervals that are frequent enough to verify that the valves perform reliably. This should at least at
the same time and frequency as the plant to which they are fitted and some protective devices may need to be examined at more frequent
intervals. The examination should include checks that the devices function correctly and are properly calibrated or, alternatively that they
have been replaced by recently tested units.
Pressure relief valves shall be inspected, tested and maintained in accordance with the requirements of the Written Scheme of Examination.
The intervals between pressure relief valve testing or inspection shall be as specified in the Written Scheme of Examination.
Other pressure relieving devices, such as rupture disks and vacuum breaker valves, shall be thoroughly examined at the intervals specified
in the WSE.
The frequency of examination of safety devices should be determined by the performance of the devices in the particular service concerned.
When service records indicate that a pressure relieving device was heavily fouled or stuck in the last inspection or test, the service interval
shall be reduced if the review shows that the device may not perform reliably in the future. The review should include an effort to
determine the cause of the fouling or the reasons for the relief device not operating properly.
Where this occurs, the inspection frequency specified in the WSE shall be adjusted accordingly.
Note: At the end of the examination, the competent person should be satisfied that the protective
devices, especially any safety valves, have been tested and set correctly. Where protective devices
which have been removed during an examination are found to be defective, the cause of the
problem should be investigated further by the user/owner and the necessary corrective measures
taken (see also paragraphs 138–143 of the PSSR 2000 regulations for guidance on action in case
of imminent danger).
8.3 Calibration Certificates

When checking calibration certificates on site, or when witnessing valve or gauge calibration, reference should be made to
Velosi Work Instruction, Calibration of Pressure Relief Valves and Gauges (L4-WI-044).
Additional information can be found in API Recommended Practice 576, Inspection of Pressure Relieving Devices.
When Velosi personnel are conducting calibration checks of Pressure Relief Valves and Pressure Gauges as part of the Statutory
Examination this shall be carried out in accordance with Velosi Work Instructions L4-WI-047 for Pressure Relief Valves completing form L5-
FMT-207a and for Pressure Gauges L4-WI-047 completing form L5-FMT-207b.
9.0 Repairs and Alterations

9.1 Welding
All repair and alteration welding shall carried out in accordance with the applicable requirements of the governing code or standard.
9.1.1 Procedures and Qualifications
The repair organisation shall use qualified welders and welding procedures qualified in accordance with the requirements of the applicable
code or standard.
Welding procedure specifications shall be fully documented with supporting welding procedure qualification records approved by a Notified
Body or Recognised Third Party Organisation. (NoBo. Or RTPO.)
9.1.2 Qualification Records
The repair organisation shall maintain records of its qualified welding procedures and its welding performance qualifications. These records
shall be available to the inspector prior to the start of welding. The repair organisations qualified welding procedures and welding
performance qualifications shall be in accordance with the appropriate code.

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9.2 Repair Procedures
Parts shall be replaced when repairing them is likely to be inadequate. Part replacements shall be fabricated according to the applicable
requirements of the appropriate code. New connections may be installed on vessels as long as the design,
location and method of attachment comply with the applicable requirements of the appropriate code.
Butt joints shall have complete penetration and fusion.
Fillet welded patches require special design considerations, particularly relating to efficiency. Fillet welded patches may be used to make
temporary repairs, and the use of fillet welded patches may be subject to the acceptance of this repair method within the jurisdiction in
which they are required. Temporary repairs using fillet welded patches shall be approved by a pressure vessel engineer competent in
pressure vessel design and the temporary repairs should be removed and replaced with suitable permanent repairs at the next available
maintenance opportunity. Temporary repairs may remain in place for a longer period of time only if evaluated, approved, and documented
by the pressure vessel engineer and the Surveyor.
Fillet welded patches may be applied to the internal or external surfaces of shells, heads and headers as long as, in the judgement of the
Surveyor, either of the following is true:
a. The fillet welded patches provide design safety equivalent to reinforced openings designed according to the applicable section
of the code or standard.
b. The fillet welded patches are designed to absorb the membrane strain of the parts so that in accordance with the rules of
the applicable section of the code or standard, the following result is obtained:
i. The allowable membrane stress is not exceeded in the vessel parts or the patches.
ii. The strain in the patches does not result in fillet weld stresses that exceed allowable stresses for such welds.
Overlay patches shall have rounded corners.
Flush (insert) patches shall also have rounded corners, and they shall be installed with full penetration butt joints.
9.3 Materials
Materials used in making repairs or alterations shall conform to the applicable section of the code or standard. The material shall be of
known weldable quality and be compatible with the original material. Carbon or alloy steel with a carbon content over 0.35 percent shall not
be welded.
9.4 Filler Metal

The filler metal used for weld repairs should have a minimum specified tensile strength equal to or greater than the minimum specified
tensile strength of the base metal.
If a filler metal is used that has a minimum specified tensile strength lower than that of the base metal, the compatibility of the filler metal
chemistry with the base metal chemistry shall be considered regarding weldability and service degradation. In addition, the following shall
be met.
a. The repair thickness shall not be more than 50 percent of the required base metal thickness, excluding corrosion
allowance.
b. The thickness of the repair weld shall be increased by a ratio of minimum specified tensile strength of the base metal and
minimum specified tensile of the filler metal used for the repair.
c. The increased thickness of the repair shall have rounded corners and shall be blended into the base metal using
a 4 to 1 taper.
d. The repair shall be made with a minimum of two passes.
9.5 Inspection and Non-Destructive Testing

Acceptance criteria for a welded repair or alteration should include non destructive examination techniques that are in accordance with the
applicable sections of the relevant pressure vessel code. Where use of these non destructive
examination techniques is not possible or practical, alternative non destructive examination methods may be used.
9.5.1 NDT Procedures
Before any NDT is carried out on repair welding, procedures shall be submitted to the Surveyor for review.
9.5.2 NDT Operator Qualifications
In general, NDT Operators shall be qualified to PCN level 2 in the applicable discipline in order to carry out Non Destructive testing on
repairs or alterations. However, there may be exceptions and where there is any doubt, the Surveyor should contact the APPLUS VELOSI
main office where an internet check can be made to determine the validity of any qualification.

L4-WI-001f
Testing
After repairs are completed, a pressure test shall be applied if the Surveyor believes that one is necessary. A pressure test is normally
required after an alteration.
Substituting non destructive examination procedures for a pressure test after an alteration may be done only after both a pressure vessel
engineer experienced in pressure vessel design and the Surveyor have been consulted.
10.0 Heat Treatment

10.1 Preheat as an Alternative to Postweld Heat Treatment
Before preheating is used as an alternative to PWHT during repair or alteration, a metallurgical review must be conducted to determine if
the vessel was postweld heat treated due to the characteristics of the fluid contained in it.
If the depth of the weld exceeds the maximum thickness exempt from postweld heat treatment, the repair weld or alteration shall be
postweld heat treated in accordance with the applicable requirements of the relevant code or standard.
Vessels constructed of other steels that initially required postweld heat treatment shall normally be postweld heat treated if alterations or
repairs involving strength welding are performed.
Where either the preheat or temper bead technique is used as an alternative to postweld heat treatment, the postweld heat treatment joint
efficiency factor may be continued if the factor has been used in the currently rated design.
Consulting with a pressure vessel engineer experienced in pressure vessel design is required if the preheat or temper bead alternative is
desired.
10.2 Local Postweld Heat Treatment as an Alternative to Full Postweld Heat Treatment
Note: Before local postweld heat treatment is used as an alternative to full PWHT following repair or alteration, a metallurgical review
must be conducted to determine if the vessel was postweld heat treated due to the characteristics of the fluid contained in it.
Local postweld heat treatment (PWHT) may be substituted for 360 degree banding on local repairs on all materials, provided that the
following precautions are taken and requirements are met:
a. The application is reviewed, and a procedure is developed by pressure vessel engineers experienced in the
appropriate engineering specialities.
b. The suitability of the procedure shall be evaluated. In evaluating the suitability of the procedure, the following shall
be considered applicable factors;
 Base metal thickness;
 Decay thermal gradient;
 Material properties (hardness, chemical composition, strength and the like);
 Metallurgical changes likely to occur due to local PWHT;
 The need for full penetration welds;
 Surface and volumetric examinations following local PWHT.
c. In evaluating and developing local postweld heat treatment procedures, the overall and local strains and distortions
resulting from the heating of a local restrained area of the pressure vessel shell shall be considered.
d. A preheat 150°C or higher, as specified by the approved welding procedure specification, is maintained during
welding.
e. The required local PWHT temperature shall be maintained for a distance of not less than two times the base metal
thickness measured from each edge of the weld. The local PWHT temperature shall be monitored by a suitable number of
thermocouples (minimum of two). (When determining the number of thermocouples necessary, the size
and shape of the area being heat treated shall be considered.)
f. Controlled heat shall be applied to any nozzle or any attachment within the local postweld heat treatment area.
11.0 Repairs to Stainless Steel Weld Overlay and Cladding

The repair procedure(s) used to restore removed, corroded, or missing clad or overlay areas shall be reviewed and endorsed by the
pressure vessel engineer and authorised by the Surveyor prior to implementation.
Consideration shall be given to factors which may augment the repair sequence such as stress level, the group or P- number of the base
material, service environment, possible previously dissolved hydrogen, type of lining, deterioration of base metal properties (by temper
embrittlement of chromium molybdenum alloys), minimum pressurisation temperatures, and a need for future periodic examination.

L4-WI-001f
For equipment which is in hydrogen service at an elevated temperature or which has exposed base metal areas open to corrosion which
could result in a significant atomic hydrogen migration in the base metal, the repair must additionally be
considered by the pressure vessel engineer for factors affecting the following:
a. Outgassing of base metal.
b. Hardening of base metal due to welding, grinding, or arc gouging.
c. Preheat and interpass temperature control.
d. Postweld heat treatment to reduce hardness and restore mechanical properties.
Repairs shall be monitored by an inspector to assure compliance with repair requirements. After cooling to ambient temperature, the repair
shall be inspected by the liquid penetrant method, according to the relevant codes or standards.
12.0 Inspection Frequency

12.1 Periodicity
When deciding on the periodicity between examinations, the aim should be to ensure that sufficient examinations are
carried out to identify, at an early stage, any deterioration or malfunction which is likely to affect the safe operation of the
system. The frequency of any in-service or out-of service examination should be based on the guidance given in the ACOP
to PSSR, 2000. Guidance can also be found in:
Velosi work instruction, L4-WI-003, Guideline for Pressure System Schemes of Examination and Examination Periodicity.
Where sufficient historical data is available on pressure vessel performance, it may be possible to determine the required
examination frequency based on the corrosion rate and remaining life as detailed below.
12.2 Remaining Life

For a new vessel, a vessel for which service conditions are being changed, or existing vessels, the remaining life may be determined for
each vessel or estimated for a class of vessels based on the following formula:
t actual – t minimum
Remaining life (years) = _____________________
corrosion rate
[inches (millimetres) per year]
Where:
t actual = the thickness, in inches (millimetres), measured at the time of inspection for a given
location or component used to determine the minimum allowable thickness.
t minimum = the minimum required thickness, excluding corrosion allowance
t minimum can be obtained by any one of the following:
i. The nominal thickness in the uncorroded condition, less the specified corrosion allowance.
ii. The original measured thickness (baseline survey), if documented, in the uncorroded condition, less
the specified corrosion allowance.
iii. Calculations in accordance with the requirements of the construction code to which the pressure vessel was built, or
by computations that are determined using the appropriate formulas in the latest edition of the relevant pressure
vessel construction code or standard if all of the essential details
comply with the applicable requirements of the code being used.
The remaining life shall be determined by an individual experienced in pressure vessel design and/or inspection. If it is determined that an
inaccurate assumption has been made for either corrosion rate or thickness, the remaining life shall be
increased or decreased to agree with the actual rate or thickness.

L4-WI-001f
Other failure mechanisms (stress corrosion, brittle fracture, blistering and so forth) shall be taken into account in
determining the remaining life of a vessel.
Corrosion rate = loss of metal thickness, in inches (millimetres), per year.
t previous – t actual
Corrosion rate = __________________________
years between t previous and t actual
t previous = the thickness, in inches (millimetres), at the same location as t actual measured
during a previous inspection.
For vessels where the corrosion rate is unknown, the corrosion rate shall be determined by one of the following methods:
a. A corrosion rate may be calculated from data collected by the owner or user on vessels in the same or similar
service.
b. If data on vessels providing the same or similar service is not available, a corrosion rate may be estimated from the
owner’s or user’s experience or from published data on vessels providing comparable service.
c.. If the probable corrosion rate cannot be determined by either item a or item b above, on stream determination shall be made after
approximately 1000 hours of service by using suitable corrosion monitoring devices or actual non destructive thickness measurements
of the vessel or system. Subsequent determinations shall be made after
appropriate intervals until the corrosion rate is established.
The determination of corrosion rate may include thickness data collected at more than two different times. Suitable use of short term versus
long term corrosion rates shall be determined by the Surveyor. When there is a discrepancy between short term and long term corrosion
rates, a pressure vessel engineer experienced in corrosion may need to be consulted about the use of these rates, at the discretion of the
inspector, for calculating the remaining life and next inspection date.
12.3 Inspection Intervals Based on Remaining Life

For a large vessel with two or more zones of differing corrosion rates, each zone may be treated independently regarding the interval
between inspections or for substituting the internal inspection with an on stream inspection. If a multizonal analysis is used, the zone with
the shortest remaining half life shall be used as the limiting case for setting the internal
inspection interval or for substituting the internal inspection with an on stream inspection.
An alternative method to establish the required inspection interval based on remaining life is by calculation of the projected maximum
allowable working pressure (MAWP) of each vessel component. This procedure may be iterative involving selection of an inspection interval,
determination of the corrosion loss expected over the interval, and calculation of the projected MAWP. The inspection interval is within the
maximum permitted as long as the projected MAWP of the limiting component is not less than the lower of the name plate or rerated
MAWP.
When problems are experienced with external loading, faulty material, or fabrication the remaining life as determined above shall be
reduced to recognise those conditions. If deterioration due to such conditions is detected, the inspection interval must be appropriately
adjusted.
If the service conditions of a vessel are changed, the maximum operating pressure, the maximum and minimum operating temperature,
and the period of operation until the next inspection shall be established for the new service conditions.
If both the ownership and the location of a vessel are changed, the vessel shall be internally and externally inspected before it is reused,
and the allowable conditions of service and the next period of inspection shall be established for the new service.
13.0 Re-rating of Pressure Vessels

Re-rating a pressure vessel by changing its temperature ratings or its maximum allowable working pressure may be done only after all of
the following requirements have been met:
a. Calculations from either the manufacturer or an Owner / User pressure vessel engineer (or his designated
representative) experienced in pressure vessel design, fabrication or inspection shall justify rerating.
b. A re-rating shall be established in accordance with the requirements of the construction code to which the pressure vessel was built
or by computations that are determined using the appropriate formulas in the latest edition of the
code or standard if all of the essential details comply with the applicable requirements of the code being used.
c. Current inspection records verify that the pressure vessel is satisfactory for the proposed service conditions and that the corrosion
allowance provided is appropriate. An increase in allowable working pressure or temperature shall be
based on thickness data obtained from a recent internal or on stream inspection.
d. The pressure vessel has at some time been pressure tested in accordance with the new service conditions, or the

L4-WI-001f
vessel integrity is maintained by special non destructive evaluation inspection techniques in lieu of testing.
e. The pressure vessel inspection and rerating is acceptable to the Surveyor.
The pressure vessel rerating will be considered complete when the Surveyor oversees the attachment of an additional nameplate or
additional stamping that carries the following information:
Re-rated by _____________________________________________________________
Maximum Allowable Working Pressure _________________ bar g at _____________ °C
Date __________________
14.0 Records and Reporting

14.1 Requirements
The following records requirements apply:
a. Pressure vessel owners and users shall maintain pressure vessel records. The preferred method of record keeping is to maintain data
by individual vessel. Where vessels are grouped into classes, data may be maintained by vessel class. When inspections, repairs or
alterations are made on an individual vessel, specific data shall be recorded for
that vessel.
b. Examples of information that may be maintained are vessel identification numbers; safety relief device information and the forms on
which results of inspections, repairs, alterations or reratings are to be recorded. Any appropriate
forms may be used to record these results.
14.2 Report Forms

Guidelines for In-Service Reporting and Certification
In-service inspection formats consist of the following:
a. Permanent original record of the pressure equipment/system:
b. Details of in-service inspection carried out:
c. Summary of inspection findings.
d. The date when the next inspection is due.
The report must be a concise account of the condition of the equipment on the day of the examination where accessible. Limitations must
be recorded. All findings are to be recorded within the body of the document. No other inspection notes are kept by APPLUS VELOSI and
this report serves to list all information, abnormalities or defects.
The history and original parameters of the pressure equipment should be ascertained by reviewing the original documents available with
the Client. Every effort shall be made to get the details from authentic reference documents, e.g. original certificates, drawings,
specifications, etc.
Where the details have been collected from references which are not authenticated, a remark shall be made about the nature of the source
of information. Page 1 of the inspection report (FormL5-FMT-210) shall be completed in all respects.
In-service inspection shall be performed and page 2 of the inspection report shall be completed. Additional pages may be attached to
record the details of inspection and findings.
The Competent Person shall specify, in his report, the date within the limits of the Written Scheme of Examination after which the system
may not be operated without a further examination under the WSE.
Where the in-service inspection shows that the pressure equipment is satisfactory for continued service, the inspection surveyor will inform
the Client’s representative at site and forward his report to the APPLUS VELOSI office at the earliest opportunity. The report will then be
reviewed by the Technical Manager and, if found satisfactory, the result will be entered onto the APPLUS VELOSI Client database within 28
days of the examination.
Where the in-service inspection reveals defects which, in the engineer surveyor’s opinion, requires repair or rectification, a defect report
(Form L5-FMT-234) will be completed detailing the Surveyor’s findings. This will then be handed to the Client’s site representative for
signature. The top (white) copy remains with the Client for action. The next sheet will be forwarded to the APPLUS VELOSI office within 48
hours for entry onto the APPLUS VELOSI Client database and the final sheet shall be retained by the surveyor for his records
Where in-service inspection shows that the vessel has undergone major repairs, or requires repairs or alterations, or if it requires a re-check
on the strength calculations, then the inspection report shall be referred to the design engineer for his opinion. The design engineer shall

L4-WI-001f
then review all the details and prepare a certificate re-rating the pressure equipment to a new set of parameters. The Technical Manager
shall review the reports and the calculations performed by the design engineer and issue the Re-rating Certificate.
14.3 Postponement Notices

The date specified in the Surveyor's report for the next examination in accordance with the WSE may be postponed to a later date providing
all of the following conditions are met:
a. Agreement in writing is made between the Competent Person who made the report and the Owner/User.
b. Such postponement will not give rise to danger.
c. Only one such postponement is made for any one examination.
d. Such postponement is notified in writing by the Owner/User to the enforcing authority for the premises at which the pressure system
is situated. This to be submitted before the date specified in the Surveyor's report.
Note: The enforcing authority will be the Health and Safety Executive (HSE) or the Environmental Health Department of the Local
authority.
15.0 Action in Case of Imminent Danger

If the surveyor carrying out an examination under the Written Scheme of Examination (WSE) is of the opinion that the pressure system or
part of the pressure system will give rise to imminent danger, he shall forthwith complete a detailed report of his findings (Velosi report
form L5-FMT-226), a copy of which shall be issued immediately to the Owner and/or User with a further copy going to Velosi.
Following the issue of this report, the Competent Person shall, within 14 days of the completion of the examination, send a written
report(Velosi report form L5-FMT-226a) containing the same particulars to the enforcing authority for the premises at which the pressure
system is situated.
The enforcing authority is the Health and Safety Executive office local to the area where the examination took place
Where an imminent danger report is given to the user of a pressure system, he shall ensure that the system is not operated until any
repairs, modifications, changes or, if necessary, replacement required to return the pressure system to a safe condition have been carried
out.
This regulation applies only to serious defects requiring immediate attention. The word “forthwith” is used in the regulation to indicate that
the competent person should notify the user/owner immediately so that appropriate action can be taken to prevent danger.
This report on ‘Imminent Danger’ does not replace the report of the examination required under the written scheme of examination
(regulation 9). The Competent Person shall produce this report and send it to the user/owner within 28 days.
The Health and Safety Executive shall be notified of any subsequent examination and findings if the pressure system is placed back into
service or removed from service.
The sequence of events for reporting imminent danger is shown on the following page:

L4-WI-001f
Surveyor carrying out examination of pressure

system identifies damage mechanisms, which he
considers could give rise to ‘imminent danger’
Surveyor immediately produces report on Velosi

Report Form L5-FMT-226 detailing findings
Copy of report handed

to Client
Copy of report handed

to Applus Velosi
Copy of report
Client immediately withdraws
handed to VCBL affected equipment from service
VCBL notifies HSE within 14 days of

examination using Velosi Report Form L5- Client carries out remedial work
FMT-226 or decommissions equipment
Further examination carried out,

if required
HSE informed Surveyor prepares report and

gives to Client and Velosi
16.0 Appendices
16.1 Pressure Systems Safety Regulations, 2000, Approved Code of Practice - L 122
16.2 Pressure Systems Safety Regulations 2000 - SI 128
16.3 Report Form L5-FMT-210 In Service Inspection Report
16.4 Report Form L5-FMT-234 Defect Report
16.5 Report Form L5-FMT-226 Imminent Danger Report
16.6 Report Form L5-FMT-226a Imminent Danger Letter
16.7 L4-WI-044 Criteria for Calibration of Pressure Relief Valves and Gauges
16.8 L4-WI-003 Written Schemes of Examination
16.9 L4-WI-027 Calibration of Equipment
16.10 L4-WI-052 Shell Boiler Examinations
The above appendices are to be found in Velosi Internal Systems “Share Point” - 16.1 & 16.2 within the Technical Library and points 16.3
through to 16.10 within the IMS Documents section and Velosi Surveyors Pack.

L4-WI-001f (Rev 6) Engineers Handbook - In Service Inspections

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L4-WI-001f (Rev 6) Engineers Handbook - In Service Inspections

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L4-WI-001f

DOCUMENT TITLE: ENGINEERS HANDBOOK – PRESSURE EQUIPMENT (IN SERVICE)

REFERENCE NUMBER: L4-WI-001f

Rev. Date Section Outline of Change Authorisation

Rev No. 6 Date 04-Jan-2016 Page 1 of 21

Rev No. 6 Date 04-Jan-2016 Page 2 of 21

Rev No. 6 Date 04-Jan-2016 Page 3 of 21

2.0 In service Inspection

2.2 Preparatory Work

The Surveyor may require the following inspection equipment to be available.

a. Portable lights, including a flashlight.

Rev No. 6 Date 04-Jan-2016 Page 4 of 21

3.0 Scope of Inspection

3.1 External Inspection

3.1.2 Areas for Inspection

Foundations and Supports

Rev No. 6 Date 04-Jan-2016 Page 5 of 21

Rev No. 6 Date 04-Jan-2016 Page 6 of 21

Rev No. 6 Date 04-Jan-2016 Page 7 of 21

Protective Coatings and Insulation

External Metal Surfaces

3.1.3 Damage Mechanisms

Rev No. 6 Date 04-Jan-2016 Page 8 of 21

Rev No. 6 Date 04-Jan-2016 Page 9 of 21

Laminations and Mechanical Damage

3.2 Non-Destructive Testing (NDT)

4.0 In Service (Working) Examinations

4.2 Inspection of Parts

5.0 Out of Service (Thorough) Examinations

Rev No. 6 Date 04-Jan-2016 Page 10 of 21

5.2 Internal Inspection

ii. No questionable condition is disclosed by the external inspection.

v. The vessel is not strip lined or plate lined

5.3 On-Stream Inspection

6.0 Corrosion and Minimum Thickness Evaluation

Rev No. 6 Date 04-Jan-2016 Page 11 of 21

6.1 Hoop Stress Assessment

7.0 Pressure Test

7.1 Hydrostatic Testing

Rev No. 6 Date 04-Jan-2016 Page 12 of 21

7.2 Pneumatic Testing

7.3 Safety Devices

8.0 Protective Devices

- Service, complaints and customer feedback

Rev No. 6 Date 04-Jan-2016 Page 13 of 21

8.3 Calibration Certificates

9.0 Repairs and Alterations

9.1.1 Procedures and Qualifications

9.1.2 Qualification Records

Rev No. 6 Date 04-Jan-2016 Page 14 of 21

9.4 Filler Metal

9.5 Inspection and Non-Destructive Testing

9.5.1 NDT Procedures

9.5.2 NDT Operator Qualifications

Rev No. 6 Date 04-Jan-2016 Page 15 of 21

10.0 Heat Treatment

11.0 Repairs to Stainless Steel Weld Overlay and Cladding

Rev No. 6 Date 04-Jan-2016 Page 16 of 21

12.0 Inspection Frequency

12.2 Remaining Life

t minimum can be obtained by any one of the following:

Rev No. 6 Date 04-Jan-2016 Page 17 of 21

12.3 Inspection Intervals Based on Remaining Life

13.0 Re-rating of Pressure Vessels