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Corrosion Damage in the CO2 Absorber:

Innovative In-situ Repair and then Replacement


The CO2 Absorber leaked due to severe corrosion of the weld joints and the shell plate in the lowest
bed after being in service for 26 years. Innovative repair methods were used to repair the affected
area to bring back the plant in operation within 14 days which otherwise could have lead to a plant
shutdown for a minimum of 6 months. Later on replacement of the affected segment was planned.
Replacement was executed about 9 days ahead of scheduled time. This replacement was first of its
kind in Pakistan.

Naseer Ahmed
Dawood Hercules Chemicals, Pakistan

After about 4 hours of service, again a leakage


Introduction was observed around the plug. So the ammonia
plant was shutdown for inspection. UC-4 and

D
awood Hercules Chemicals Ltd. is a MH-4 (Manhole no. 4) were opened. Internal
1350 MT/day Urea fertilizer producing inspection revealed that welding joint nos. 22,
plant. The Plant is located near Lahore, 23 and 24 were badly corroded. Most of the
Pakistan and is in operation since 1971. Our shell plate area between UC-4 and MH-4 was
Ammonia unit is a M.W. Kellogg (now KBR) also found corroded up to 25 mm (1) max
design with 815 MT/day of ammonia. It has deep, having an original thickness of 45 mm.
CATACARB CO2 stripping system.

Gas / solution leakage was observed in the CO2


Absorber (101-E) near unloading cover no. 4
(UC-4) of 4th bed on 11th Dec 1995 in morning
shift when the plant load was about 90% of
design capacity. After removal of insulation
around the leakage, it was found that the
leakage was on the circumferential welding joint
no. 24. It was thought to be a leakage due to
welding defect.

Efforts were made to stop the leakage by fitting


a special clamp at the leakage point but this did
not succeed. Later on, the absorber was
depressurized and the leaking point was plug
welded and clamped around the horizontal weld.
The Absorber was taken back into service.
Figure 1 View of leakage at Absorber

2007 283 AMMONIA TECHNICAL MANUAL


Figure 2 View of corroded Weld Joint Figure 5 Leakage point and corroded Weld Joint

It was decided to carry out temporary repairs to


bring back the plant in operation and then to
plan and replace the affected portion of vessel
later on. Otherwise it could have led to a plant
shutdown for a period of 6 months to 1 year.

Temporary Repairs
The corroded weld joint nos. 22, 23, 24 and
weld around UC-4 were ground off, re-welded
and radio graphed (see Fig. no. 6).

The next step was their stress relieving. As


stress relieving involved two horizontal welds it
Figure 3 View of corroded Weld joint and Shell Plate
was decided to hold the absorber from top
nozzle by a Manitowoc crane during stress
relieving to avoid buckling of the vessel. A
special lifting lug was fabricated and installed at
the top nozzle after removing the original pipe
spool as no arrangement was available to hold
the vessel in vertical position. For monitoring
and maintaining the verticality of vessel during
stress relieving, two theodolites were installed at
90 to each other.

After the repair of the weld joints, it was


necessary to smooth out the internal surface at
bed no. 4 which had become irregular due to
severe corrosion. It was also necessary to
protect this surface from further corrosion.
Figure 4 Another view of corroded Shell Plate

AMMONIA TECHNICAL MANUAL 284 2007


Figure 6 Developed view of Bed no 4 showing severity of corrosion at shell

For this purpose, it was decided to install a dimensions 10x 6x , 10x 2x and 10
lining of thick SS 304 sheet on the corroded x 7x were used. Two weep holes were also
area which was approximately 52m2 (560 sq. ft). provided in these plates to detect leakage if any.
But the corroded irregular internal surface of
shell was a problem. Cielcote Epoxy Grout
648CP was tested for its suitability and used as
filler between the liner and the shell. PASSIVATION
Passivation requirement
Due to limitation of the manhole size, standard After maintenance work on carbon steel
size sheets were cut into 203 x 559mm (8 x equipment or prolonged period of shutdown of
22) size, overlapped and welded. To ensure catacarb system passivation is necessary.
proper filling, after welding each sheet segment Following passivation procedure was used in
Cielcote was filled in the cavity between sheet consultation with M/S Eickmeyer & Associates.
and shell and then welding of next sheet
segment was started. In this way all the affected Passivation activity summary
area was lined. Passivation of the system was done with
solution of catacarb corrosion inhibitor 922-A
The affected portion of the shell also needed and Hydrogen Peroxide in de-mineralized water.
strengthening for pressure containment.
Reinforcement of most affected portion of shell The system was filled with de-mineralized water
from the outside was carried out by welding and circulation was established at design rates
rolled C.S. plates of thickness on the outer using de-sulphurised Natural Gas. Corrosion
periphery. Three segment plates of C.S.

2007 285 AMMONIA TECHNICAL MANUAL


Inhibitor was added to achieve 6% by volume in Soon after the temporary repairs, activities to
the circulating inventory. Dilute hydrogen replace the affected segment were started.
peroxide was slowly added to have 0.2% by wt.
concentration in the circulating solution. Purchase of new segment
New segment to be purchased mainly consisted
Cold passivation was done for 8 hours by of bed no. 4 and its lower area. It was also
maintaining circulation at temperature of less decided to have this segment lined in SS 304L
than 120oF. After 8 hours of cold passivation, to prevent corrosion in the future. Several
the solution was heated to boiling and hot vendors were located and quotations were
passivation was done by maintaining circulation obtained from inside and outside the country.
for another 8 hours. Finally an order was placed on a USA based
manufacturer on the basis of lowest cost and
Following analysis of the passivation solution shortest delivery period.
were carried out during passivation:
Main specifications of this new segment were:
Specific gravity & pH on two hourly basis.
Available and total inhibitor once in 8 hours. Length = 812 mm (32) approx.
Hydrogen peroxide once in 8 hours. Internal dia. = 2896 mm (96)
Suspended solids at inlet and outlet of Wall thickness = 45 mm
carbon filter (117-F) once in 8 hours. Shell material = ASTM A516 GR 70
Weight = 32 tons
After the passivation the vessel was ready for All nozzles = SS 304L
taking into service. Thus plant was brought back
into operable condition within a short period of To minimize the delivery period it was decided
14 days. As the planned Annual Turnaround that the segment shall be lined before
was approaching and it was uneconomical to installation in our own workshop with
start urea plant due to short gap between urea separately purchased 3 mm thick SS 304L
plant start up and Annual Turnaround so Annual sheets.
maintenance was started.
Inspection of new segment

The new segment was received at plant site in


Inspection of Repairs September 1996. Its detailed inspection was
carried out and following discrepancies were
In January 1996, during the Annual Turnaround, observed.
the repaired bed was emptied and inspection of
repairs was carried out. Generally the lining was The new segment was found oval in diameter.
in good condition but was found bulged at some Ovality at top side was 2.63% and at bottom it
areas. Evidence of coming out of epoxy and was 1.97% while the permissible ovality as per
out gassingin the SS fillet welds of the lining ASME SEC. VIII DIV. 1 Part UG-80 (a) is 1%
was observed. These welds were repaired. only.
Absorber was successfully taken into service All the nozzles had been installed in reverse
after the Annual Turnaround was over. orientation, and one nozzle was even not
installed. And the internal part of another nozzle
Replacement of the Shell was missing.

AMMONIA TECHNICAL MANUAL 286 2007


Some other minor dimensional discrepancies to a new position which also required flexibility
were also observed but these did not affect the analysis. All other connections were kept as
overall design of the modified vessel. such. Connections for instrumentation and level
glass were modified.

For installation of the gas inlet nozzle, material


Pre replacement activities for nozzle reinforcement pad (ASME SA 516
Gr 70) was purchased from M/S. SEFEC
Engineering Karachi. This pad was also
1. Lining of segment
The segment was lined internally, including fabricated by the same organization. Flange and
UC-4, with SS 304L 6x8strips. 500 mm on pipe were used from our own stock. Material
each end of segment was left un-lined which specifications for pipe were ASME SA 106 Gr
was to be lined after installation of the segment B but due to its non-availability pipe in ASTM
and stress relieving of the weld joints. Strips A-53 Gr B material was used. The new nozzle
were butt welded with E-309 electrodes and and pad were installed, radio graphed and stress
cover pass with E308L electrodes. A gap of relieved.
was maintained between the strips for butt
welding. Final pass was examined with dye 4. Rectification of ovality in new segment
penetrant. The length of strips was installed As described earlier, the new segment had out
along the circumference i.e. in the horizontal of roundness of 3 at top section and 2.25 at
plane to decrease the no. of longitudinal welds the bottom section. To correct this out of
and achieve maximum flexibility in the roundness, the bottom side end was jacked from
circumferential direction. This also decreased inside with mechanical jacks. In this way out of
the chances of wrapping of the lining. All the roundness was reduced to 5/8from 2.25and a
longitudinal weld joints were staggered. About temporary ring was installed inside near the
4 nos., 3/8dia., weep holes were drilled in each ends.
strip before installation to allow escape of
trapped gases behind the lining, formed during At the top side, it was also tried to reduce the
welding. The holes were plug welded after the ovality with jacks but it did not help
lining operation was completed appreciably, (perhaps the jacks were not strong
enough) so it was decided to first heat a 152mm
(6) wide circumferential ring of the segment
2. Installation of external supports
All the external structural supports were and then jack it out mechanically. Electric
identified, fabricated in DH workshop and heaters were installed and heated up to 600 oC.
installed on the new segment. Insulation holding Then jacking was tried but it was again not
lugs were also fabricated and welded to the successful. So again this end was heated up to
segment. 650 oC and jacked internally. In this way, out of
roundness could only be reduced to 1 from
2. It was then decided that the final contour
3. Installation of gas inlet and other nozzles
Due to the wrong orientation of the nozzles in matching, with that of old vessel, will be done
the new segment, different proposals were on site in small sections by jacking and welding.
prepared and finally it was decided that a new A circular ring was installed in side to prevent
gas inlet nozzle was to be installed at the any distortion.
original angle i.e. 111 o in the new segment and
that the gas inlet nozzle, installed by the vendor 5. Rigging study
at the wrong orientation, was to be blinded. This A rigging study was done to carry out the job.
was done to avoid re-routing of the gas inlet line Keeping in view the availability of only 50 ton

2007 287 AMMONIA TECHNICAL MANUAL


rated material (slings, shackles etc.), it was Execution of Segment
decided to carry out the PWHT in phases i.e. Replacement
stress relieve of the lower weld to be carried out
on completion of installation of new segment
Segment was replaced during Annual
and weld completion of lower joint and before
Turnaround which started on 1st January 1997.
placement of the top portion of absorber. In this
way the maximum load to be supported by the
1. Preparation
Manitowoc crane and the slings was reduced to
The crane was assembled at site before the
79 tons instead of 107 tons.
commencement of the turnaround. The vessel
was isolated after blinding, purging and valves
The crane along with slings and shackles etc, to
removal. The following lines were cut and
be used, was tested at 112 tons for 15 minutes
removed.
before execution of job.
Cold vent header
6. Fabrication of lifting lugs
Lifting lugs were not available on the vessel for Semi-lean liquid inlet line
its lifting. These were designed and fabricated in Lean liquid inlet line
workshop out of 50 mm C/S plate (ASTM A Gas outlet line
515 Gr 70).
All the instruments were disconnected and
7. Stabilization of soil for crane movement removed. All the four beds were unloaded.
Soil stabilization was carried out at the area Internals were inspected and secured so that
where the crane was to be located. Main steps they do not get disturbed during the vessel
were as follows: removal. Sparger pipes were removed and all
manholes and unloading covers were
Dismantling and removal of existing temporarily bolted up. All platforms and
RCC ( Re-enforced Concrete Cement) ladders, except top two, were removed.
Dismantling of existing P.C.C. (Plain
Concrete Cement) hard core under road. Insulation was removed from the cutting area
and cutting lines were marked by painting a 50
Excavation of soil 4ft. deep.
mm wide band 100 mm away from the original
Laying of stone blast and chenab sand in
weld center line and pop marking a guide line
layers and rolling with road roller
on white band for future weld preparation height
weighing 12 to 14 tons.
and level. Orientation indications were also
Laying of 152mm (6) thick top layer of marked at cut line.
earth mixed with round gravel.
Rolling and compaction of top layer. 2. Welding of lifting lugs
Two pre-fabricated lifting lugs were welded at
8. Checking of foundation loading capability vessel top in NE and SW locations. The weld
To ensure the safety of the vessel during the joints were stress relieved as follows:
hydraulic test, stability of absorber tower
foundation was evaluated using a safety factor Stress relieving temperature = 620 oC
of 3. It was found that the foundations are just Heating / cooling rate above 300 oC = 80 oC/hr.
adequate for the test conditions. As there was no Holding time at 620 oC = 2 hrs.
allowance for wind loading, it was decided that
the hydraulic test will not be carried out if the 3. Removal of top section
wind speeds are greater than 10 mph. Measurements were taken inside the top section
near the cutting line to assess its out of

AMMONIA TECHNICAL MANUAL 288 2007


roundness. Top section was held with the of packing supports and hold down grating from
Manitowoc crane at top lifting lugs. A load link damaged segment was started immediately for
was installed to monitor the load on the crane. A installation in the new segment.
pre-fabricated two piece ring was also installed
inside the top segment just above the cutting 5. Installation of new segment
line to prevent any distortion (if any) in the The weld bevel preparation on the lower
vessel after cutting. segment was completed using straight edge and
bevel templates. Bevel was also checked for
Four dia. holes were drilled at cut line at 90o defects (if any) with penetrant testing and found
to facilitate cutting Guy cables were attached to O. K. The new middle segment was transported
the vessel above the cutting line to control its from the workshop to the job site.
swing when the final release cut is made. A
flame cutting machine was installed at a chain The lifting load cell was attached to the crane
crawler held tightly along the circumference. prior to the new segment being lifted and
The vessel wall was protected against the Oxy- erected on to the 101-E bottom section. Bench
acetylene flame dross with galvanized iron marks were also attached to the segment at top
sheets to prevent weld splatter adhering to (180o and 270o) for checking verticality of the
upper/lower section walls. Flame cutting was vessel with Theodolites later on.
completed at upper joint. A load of 71 tons was
registered on the crane. The segment was lifted and shifted on to the
bottom section of absorber. Loading on the
The top section was then lifted and shifted near weigh cell was 32 tons.
south side of control room and laid down on
wooden pedestal supports at ground in East/ On installation of the new segment, it was found
West direction with the help of second trailer that the bevel match was 7 mm uneven which
crane. left a root gap of 7 mm to west and 0 mm to
East. It was decided to grind the bevels at 0 gaps
Bevel preparations of this segment were so that an even gap of 3 mm is achieved all
immediately started. Blinding of the nozzles for around. At some of the areas built up of root had
the hydraulic test was also started in parallel. to be done by multilayer welding to achieve an
even root gap. The segment was also adjusted
4. Removal of damaged section for verticality with the help of jacking cleats.
Two holes were cut in the damaged segment at
the top for crane attachment instead of welding On achieving the vessel verticality of 0,0at
lifting lugs (which required stress relieving East/West and North/South, straps were fixed.
also). The holes were cut and the segment was Pre-heating coils were installed and after
held with crane. Precautions to prevent falling attaining the preheat temperature, welding
adhering of flame splatter in the bottom segment commenced from inside. The root and hot pass
were taken. Also guy wires were attached to the and filling capping were completed using step
segment above the cutting line to prevent its back method. Then gouging and grinding of
jerking/twisting when the final release cut is the root pass was done from outside. Root was
made. then checked dye penetrant and minor repairs
were done. Keeping in view the good quality of
Flame cut was made at lower weld joint Ain weld, it was decided to get the radiography done
a similar way to upper joint B. The damaged after stress relieving of weld joint. Filling and
segment was removed, placed on a trailer and capping was also done using step back method.
transported to offsite. Dismantling and removal

2007 289 AMMONIA TECHNICAL MANUAL


Electric heater coils were arranged out side of (i.e. contour matching of the old vessel with the
the weld joint with insulation covering the new segment). The final results were a
inside welds to prevent heat loss. Stress mismatch of 9 mm on east side and 10 mm on
relieving was carried out up to 620o C as per west side which was within acceptable limits as
procedure. per PART UW-33 and TABLE UW-33 of
ASME SEC. VIII DIV. 1.
The entire time the segment was held with the
crane. Verticality of the vessel was monitored The verticality of the top section was checked
and logged with two Theodolites stationed in and corrected to 0,0 at E/W and N/S
front of workshop and Sui gas station (Natural directions. Side straps were welded to keep the
Gas Station). Change in verticality was noticed vessel in position. A root gap of 3 mm approx.
at different hours of the day which was mainly was maintained and the landing area having
due to sun causing vessel head oscillation. The excessive gap was built up by multilayer
load cell registered 32 tons of weigh for the full welding to reduce the gap to 3 mm prior to
duration of stress relieving activity. commencement of root weld.

The joint was radio graphed and the results Electric heater coils were installed and inside
showed a 100% homogeneous weld with only root, hot pass and filling / capping were
one minor un-sharp porosity pore on the outer completed after achieving the pre-heat
cap bead which was accepted. temperatures.

Vessel verticality after stress relieving was The root was gouged and grinded from the
registered as E/W 0 inch and N/S 1/8 inch outside. Dye-Penetrant examination of the root
which was very good. showed many small defects which were ground
Problems were experienced during pre-heating out and the final D/P test indicated a perfectly
and stress relieving by the sub-contractor which clean weld.
resulted in a waste of time but this time loss was
regained by planning in forward direction. After installation of heater coils, outside weld
was completed. Radiographic testing (RT) of
Insulation of the new segment was started in the joint was done before stress relieving. The
parallel to avoid heat loss during pre-heat and results indicated a good weld joint except one
stress relieving. The missing part of the gas inlet single slag entrapment just below the outside
nozzle was also installed. cap at an angle of 20 towards East measured
from North of vessel ( 0o ). The defect was
6. Installation of top segment accepted as the nature of inclusion and size was
Bench marks were fixed to the top section of acceptable within the relative ASME Code.
101-E which was then lifted and positioned Heating coils were installed and the joint was
vertical with the help of the trailing crane. The stress relieved as per procedure. Then the joint
section was then shifted on to the new segment. was again radio graphed. No defect was found
The load cell registered 72.2 tons. The problem except the same fault as previous.
of uneven landing level was again experienced
which was resolved in the similar way as at After completion of stress relieving, the crane
lower joint A. was released. Verticality of the vessel was
As anticipated from the measurements already continuously monitored during welding and
taken, ovality at east side was 12 mm and that at stress relieving.
west side was 22 mm. The vessel was aligned
and jack bolts were used to reduce wall steps

AMMONIA TECHNICAL MANUAL 290 2007


7. Lining of weld joints checks at man way faces also registered perfect
Capping of both the top and bottom weld joints alignment. So activities for the re-build of the
inside the vessel was grinded flush with the structure were started.
vessel walls to facilitate proper lining fit up.
Weld joints and the adjacent 500 mm wide 10. Installation of internals and externals
circumferential ring, previously left un-cladded All the structural work (piping supports, ladders
due to stress relieving of weld joints, was lined and platforms etc.) were reinstalled. All the
with SS 304L strips. Both joints A and B were pipes and valves in the circuit were also
covered with lining. Weld joints of new lining reinstalled. To avoid flushing of lines, root pass
were dye checked and repaired where required. of all piping was done using TIG welding.
Sparger pipes were reinstalled. Packing supports
8. Hydraulic test were installed at bed no. 4 without any
The vessel was boxed up for hydraulic test. A difficulty. Segments of hold down grating at top
new 4galvanized iron pipe line was laid down of bed no. 4 had to be modified before re-fitting
up to 101-E for filling vessel with de- due to ovality of shell.
mineralized (DM) water through already
installed pump. The line was further split into All beds were re-loaded with rings. All
two lines to fill the vessel. instruments were reinstalled and connected.
Vessel was de-blinded, completed in all respects
Hydraulic test was carried out according to the internally and externally and boxed up.
test procedure prepared by DH in consultation
with MWK (now KBR).
Mechanical job was completed successfully on
Vessel was successfully tested at 50.3 barg Jan 27, 1997 at 1300 hrs, 8 days and 18 hours
(732 psig) for half an hour. The pressure was ahead of the scheduled completion at 0700 hrs
monitored at the gas inlet nozzle with a pressure on Feb 5, 1997. Passivation of the absorber was
indicator and a pressure recorder. The vessel delayed due to non availability of natural gas
was then depressurized gradually and drained from gas supply company which commenced on
finally. 2nd of Feb. at 0830 hrs and completed on 3rd of
Feb. at 0430 hrs.
A bench mark was established on foundation for
its settlement survey with Theodolite during the This type of repair / replacement was 1st of its
hydraulic test. No settlement in foundation was kind in Pakistan. This was a great achievement
observed during vessel filling and drainage. despite the fact that unforeseen problems were
encountered like shipping of shell segment in
9. Inspection oval shape instead of round shape and
All manholes and unloading covers were opened installation of gas inlet nozzle and other nozzles
and the vessel was inspected internally. No in wrong location by the vendor.
abnormalities were observed.
Teething problems of stress relieving sub-
SS lining of the new segment was dye-checked contractor, resulting in time loss, were
completely. Some pinholes, mainly in the plug overcome by better management and planning
welding of weep holes, were found. These were in forward direction which made this project a
repaired welded. success.
The final verticality check by Theodolites
confirmed that E/W and N/S axis of the vessel
were 0,0 ( perfect alignment ). Plump level

2007 291 AMMONIA TECHNICAL MANUAL


Passivation System did not perform as expected by
Licenser. The matter was discussed with process
Circuit was aligned for passivation. Passivation lincenser and operating parameter were changed
of the vessel was carried out employing two i.e. Specific Gravity of the solution was
steps method i.e. cold passivation and hot increased to have Normality of Catacarb Semi-
passivation as per procedure already described lean solution between 5.0-5.5, Catalyst volume
and the vessel was taken in service. up to 10% min., Total Inhibitor 6.0-7.0%
(before re-vamp the system was operated at
4.0-4.5% Total Inhibitor), Available Inhibitor
Monitoring of New Segment 80-85%. The system worked as desired. But
Since installation of new segment, its lining is twice during these changes, Corrosion Inhibitor
inspected with dye penetrant test in the depletion occurred. The second one was recent
emergency shutdown (if time permits) and in but it was never less than 3.5% Total Inhibitor.
every Annual Turnaround. The lining is in Available Inhibitor was always 80-85%. Control
perfect condition. Only minor pinholes are limit to iron content was also increased to
found in the weld joints which are repaired. 150-160 ppm as per recommendation of
Licenser due to increased strength of the
Wall thickness of the replaced shell from solution. Iron content always remained within
outside is also monitored on regular intervals the prescribed limits.
and no appreciable change has been observed
indicating that the problem has been resolved. Cause of Corrosion

According to the experience and the plant data,


following corrosion sequence can be concluded:
Root Cause of the Corrosion
A strong reducing environment was
We are using the CATACARB PROCESS for some how developed in the system
CO2 removal. This process utilizes an aqueous around September 1995 and a strong
solution of potassium carbonate containing both reducing agent attacked the inhibitor.
a catalyst and a corrosion inhibitor. The catalyst Air injection was not able to counter the
increases the reaction rate in both the CO2 reduction.
absorption and regeneration steps, while
Inhibitor level dropped in the reducing
corrosion inhibitor allows the use of carbon
environment
steel for most of the equipment.
Damage to passivation film occurred in
the welds, likely caused by remaining
The inhibitor is a metavanadate and is only
stress.
active in oxidized state. Thus it is always
necessary to have 80 - 90 % of the inhibitor in A low inhibitor level was not adequate
the oxidized state. Sufficient air is introduced to repassivate the damage.
into the system to keep inhibitor in the oxidized Localized corrosion around the weld
state. As large excess of air can dilute the CO2 propagated through carbonic acid attack.
product, which is not desirable, so air injected to Uneven corroded surface prevented
the system is carefully controlled. wetting and, thus, passivation of active
corrosion sites. Corrosion proceeded
with an increasing rate.
Back ground Further reduction of local inhibitor
Our plant was re-vamped in 1992. There was no levels caused the attack to migrate to
change in CO2 removal system. Catacarb other areas.

AMMONIA TECHNICAL MANUAL 292 2007


Severe corrosion mainly occurred near manhole 3. Innovative repair methods, like the one
& unloading cover of 4th bed. This can be described in this paper, can provide temporary
partially attributed to randomly packed bed solution and avoid heavy production loss.
having some minor misdistribution. A slightly
higher vapor rate might have aggravated the
damage of passivation film. Once the local
corrosion attack starts, it then tends to proceed
around its immediate vicinity. But the main
cause of corrosion attack is still lack of
corrosion inhibitor and/ or sufficient wetting.

The level of the solution in the vessel was also


reduced which exposed greater area of vessel to
the gas and might have added to the above
mentioned corrosion process.

To prevent corrosions in future following


actions are recommended.

1. Air addition rate be monitored very closely.

2. Total Inhibitor and Available Inhibitor level


in the solution should be maintained strictly as
per recommendations. If depletion occurs
immediate corrective action should be taken.

3. Vessel and especially lower most bed should


be inspected for corrosion on the very next
available opportunity.

4. Increase in iron content can also warn of


corrosion.

Conclusion
1. The hot potassium carbonate CO2 removal
system, inhibited by metavanadate can operate
very successfully without corrosion. Properly
passivated, the inhibitor layer is tight and
impervious but the system is sensitive to
destabilizing upsets.

2. Alloy Strip lining can provide corrosion


protection in areas where the inhibiting layer
has been broken.

2007 293 AMMONIA TECHNICAL MANUAL


Figure 7 Dimentional drawing of CO2 Absorber showing location of the damaged segment replaced

AMMONIA TECHNICAL MANUAL 294 2007


Figure 8 Lining of new segment in progress

Figure 3 Closer
Figure view
9 Closer ofof
view lining weld
Lining of completion
new segment Figure 10 Welding of lining in new segment in
progress

2007 295 AMMONIA TECHNICAL MANUAL


Figure 11 Top segment being removed, damaged Figure 12 Damaged segment being removed
segment visible in background

AMMONIA TECHNICAL MANUAL 296 2007


Figure 13 New segment installation in progress Figure 14 New segment installation in progress

2007 297 AMMONIA TECHNICAL MANUAL

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