NDT KOCHI 2006, Cochin, India

5th and 6th January 2006

DECOMMISSIONING INSPECTION and REPAIR of 5000 MT AMMONIA

STORAGE TANK
Ashish A. Nair
Process and Combustion Equipments, FEDO, FACT, Cochin 683 501, India
Abstract:
The 5000 MT ammonia storage tank (D 2701) at FACT-PD, designed by M/s Linde and
constructed by M/s Kaveri Engineering Industries Ltd. during 1987-89 was commissioned in
May 1989. As the tank had been in continuous service for over 12 years, it was decided to
decommission and inspect the tank. Also the presence of liquid ammonia in the annular space
called for a detailed investigation of the tank integrity. This paper gives an account of the
decommissioning inspection, NDT, repairs and modifications carried out on the tank.

Preamble:
FACT-PD, the Petrochemical Division of FACT, is engaged in the manufacture of Caprolactam,
a raw material used in the manufacture of Nylon. Caprolactam is processed mainly from
Benzene, Hydrogen, SO2, Oleum and Ammonia. The ammonia required for the process used to
be transported through barges from FACTs 10,000 MT ammonia storage facility at Willingdon
Island to PD and stored in the 5000 MT storage tank (D 2701) located within the plant. With the
commissioning of FACTs 900 tpd ammonia plant in 1997, ammonia from the plant was routed
directly to the storage tank and barge transport was sparingly used. In addition to D 2701, a new
5000 MT storage tank (T 2301) was commissioned in October 1998.

Design Parameters
Equipment No. D - 2701
Capacity 5000 MT
Design / Operating Temperature (-) 35 0C / (-) 33 0C
Design Pressure / Vacuum 2000 mm WC / (-) 50 mm WC
Operating Pressure 1.05 ata
API 620 App. R / 1978 and
Design and Construction Code
DIN 4994 for the Dome Roof
Material of Construction LTCS SA 537 Class 1

1
Construction Features
The entire ammonia storage facility including the tank and the refrigeration system was designed
by M/s Linde Gmbh and the tank constructed by M/s Kaveri Engineers Industries Ltd. Tank D
2701 (refer fig. 1) is a double wall, double integrity, cylindrical, flat bottom cup-in-tank
constructed over an elevated RCC Pile cap foundation with piles projecting above the grade level.
The outer tank rests directly over the pile cap and has a dome roof supported by means of rafters.
The inner tank (cup) located within the outer tank is open at the top. The entire shell of the outer
tank is insulated with 200 mm thick PUF insulation. 150 mm of load bearing cellular glass (Foam
Glass TM) insulation sandwiched between the bottom plates of the inner and outer tank minimizes
heat ingress from the tank bottom. An aluminum deck suspended from the dome rafters carrying
150 mm of Mineral fiber mats minimizes the heat ingress from the dome roof. The outer tank is
anchored to the pile cap by means of 60 Nos. of anchor bolts attached to the outer tank through
anchor chairs welded to the shell. The inner tank is anchored to the pile cap by means of 40 Nos.
of special anchor straps. These anchors straps are not directly welded to the shell but are enclosed
within C clamps that are welded to the shell. The anchor straps restrain the inner tank from
uplift while permitting radial movement, which occurs during commissioning or
decommissioning of the tank. The pressure within the tank is maintained by a battery of
refrigeration compressors which draw-off the ammonia vapors generated due to the heat ingress,
and is returned to the tank as liquid ammonia at (-) 33 0C. In addition the tank is fitted with 2 nos.
of pilot operated Pressure-Vacuum relief valves and a host of other process and safety
instrumentation.

Major Dimensions
Inner Dia. of Shell 23600 mm
Outer Tank
Height of Shell 20770 mm
Inner Dia. of Shell 22000 mm
Inner Tank
Height of Shell 20010 mm

Foam Glass is the registered trademark of M/s Pittsburg Corning, USA

2
 DOME ROOF SUSPENDED
DECK WITH
INSULATION

OUTER
TANK

INNER
PUF TANK
INSULATION

FOAM GLASS
INSULATION

PILE CAP

PILES

GRADE

3
Figure 1 5000 MT AMMONIA STORAGE TANK D 2701
In-service observations
During the 12 odd years that the tank had been in service, the operation of the tank was
generally considered to be satisfactory. However a persistent problem being faced was the
build-up of liquid ammonia in the annular space between the inner and outer tank. This
phenomenon was observed right from the time of commissioning of the tank and the level
of liquid ammonia would rise and fall with no apparent logical explanation. As the
annular space drain was inoperative, the tank loading / unloading operations were carried
out in a manner such that the level of ammonia in the inner tank was maintained at a
higher level than the corresponding level of ammonia in the annular space.
Other problems commonly associated with ammonia storage tanks such as bulging of
PUF insulation / slipping of insulation cladding, ice heave of outer tank annular plate,
excessive load on the refrigeration compressors, etc were not observed.
Check valves / Excess flow check valves had not been provided on the liquid inlet / outlet
lines.
The structures attached to the tank such as the stairway and the handrails on the dome
roof had suffered extensive corrosion damage.

Decommissioning:
Considering the fact that the tank had undergone 12 years of continuous service and the
occasional presence of liquid ammonia in the annular space, it was decided to decommission the
tank and conduct a thorough internal inspection. A detailed decommissioning procedure as well
as inspection methodology was prepared by FEDO prior to start of decommissioning activity.

The decommissioning activity was carried out by FACT-PD under the guidance of FEDO. The
ammonia in the tank was pumped out till the pump lost suction and the dead stock of ammonia
was allowed to evaporate. The vapors were drawn-off by the refrigeration compressors and
transferred to T 2301 (new tank) as liquid ammonia at (-) 33 0C. The water addition method of
decommissioning was not adopted, as the integrity of the inner tank was suspect. On the entire
tank attaining ambient temperature, nitrogen ammonia exchange was carried-out. Later air
nitrogen exchange was carried out and the tank made fit for man-entry.

4
Preliminary Visual Inspection

1. The PUF insulation on the shell of the Outer tank was removed approximately to a height
of 2.5 mtrs. from the base. The anchor chairs, anchor bolts and nuts, shell to ring girder
fillet welds and the exposed shell vertical & Cir-seam welds showed no signs of distress /
service damage.

2. On opening the Outer tank manhole flange, the annular space was found littered with
pieces of broken foam glass insulation bricks.

3. The annular plates and pad plates of the Inner tank anchor were observed to have tilted
and buckled at several locations. It was observed that the edge of the bottom plate
projecting beyond the shell had tilted upwards over a substantial length of the periphery.
The PCC beneath the bottom plate of the Inner cup has sheared to a length of ~250 mm at
one location.

4. All the 40 nos. of anchor straps and their clamps showed no signs of distress and the
strap-stopper plate and clamp-shell welds were intact.

5. No sign of sand or oil was observed in the annular space.

6. The dished cover of the Inner cup manway nozzle was ground / gas cut to facilitate entry
to the Inner cup. The bottom plate of the Inner cup was observed to have deformed over a
wide area (bulges and depressions). Copious quantity of oil was observed over the bottom
plate. As the installation employs non-lubricated rotary compressors, the oil could only
have come from the lubricated compressors of the ships that unloaded ammonia to the
10,000 MT storage facility at W.I, which in turn found its way to D 2701 through the
transport barges. Approximately 300 liters of oil was mopped out from the inner tank.

NDT carried out

An inspection plan comprising of various NDT techniques was prepared with special focus on the
anticipated damage to the inner tank as the presence of liquid ammonia in the annular space
indicated that the integrity of the inner tank had been compromised. The plan was generally
based on various established standards as well as industry practice1, 2 & 3.

5
The following tests were performed. The tests were carried out in accordance with established
standards4 & 5.
A. Inner Tank
i) Bottom Annular Plate
Visual inspection
Ultrasonic Thickness Gauging minimum of 4 points per plate
WFMPT of all butt-welds
Vacuum box testing of all butt-welds
ii) Bottom sketch Plates
Visual inspection
Ultrasonic Thickness Gauging minimum of 4 points per plate
WFMPT of all butt and lap welds
Vacuum box testing of all three plate welds
Hardness gauging - 5 spots
In-situ metallography 5 locations including annular plate
iii) Inner Tank Shell
Visual inspection from inside and outside
Ultrasonic Thickness Gauging minimum of 4 points per plate
DPT of shell to annular plate welds from inside and outside
DPT of all vertical and cir-seam welds of the first shell course from the inside
DPT of all nozzle and pad plate to shell welds both from inside and outside
DPT of pipe support and ladder cleat fillet welds
WFMPT of Tee-joints from both inside and outside
- 100 % on first, second and third cir-seam
- 50 % on fourth and fifth cir-seam
- 25% on balance cir-seams
WFMPT of all anchor strap welds
RT of 10 % of Tee-joints
Hardness gauging of 5 Tee-joints
In-situ metallography 3 Tee-joints

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B. Outer Tank
i) Bottom Annular Plate
Visual inspection
Ultrasonic Thickness Gauging minimum of 4 points per plate
WFMPT of all butt-welds
Vacuum box testing of all butt-welds
iii) Outer Tank Shell
Visual inspection from inside and of the area stripped of insulation from outside
Ultrasonic Thickness Gauging minimum of 4 points per plate
DPT of shell to annular plate welds from inside and outside
DPT of all vertical and cir-seam welds of the first shell course
DPT of all nozzle and pad plate to shell welds both from inside and outside
DPT of purge pipe support welds
WFMPT of Tee-joints from the inside
- 100 % on first and second cir-seam
- 35 % on balance cir-seam
MPT of all Tee-joints of the first cir-seam from outside
MPT of all anchor chair welds
UFD of 10 % of Tee-joints from the second to the ninth cir-seam
RT of 3 nos. Tee-joints
Hardness gauging of 5 Tee-joints
In-situ metallography 3 locations on the first shell course

C. Dome Roof
Ultrasonic Thickness Gauging minimum of 4 points per plate
UTG of all roof nozzles
DPT of all petal lap welds
DPT of dome compression ring to outer tank compression ring fillet weld 100 %
DPT of all nozzle to roof plate welds
In-situ metallography 3 locations
Hardness gauging at 5 locations

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D. Pipelines
UTG at random points up to a length of 10 mtrs. from the tank nozzle
DPT at random welds close to the tank.
Hardness gauging at random points.

Observations
Visual inspection did not reveal any abnormalities other than the deformation / bulging of the
inner tank bottom plate. Level measurements of the bottom plate indicated bulging of the annular
plate and the sketch plates towards the tank periphery (a band ~ 2.0 mtrs. wide from the shell)
and general settlement of the sketch plates towards the center. Figure 2 below indicates the
nature of bulging / settlement observed.

00

3150 450
66.0 96.0

18.0.

- 29.0 131.0

- 33.0
900
2700 - 36.0 125.0

76.0
78.0
93.0

0 1350 1220
225 MANWAY

Note: - (-) readings indicate

settlement where as (+) readings
1800 indicate bulging. All values in mm

Figure 2 BULGING / SETTLEMENT of the INNER TANK BOTTOM PLATE

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NDT did not reveal any defects normally associated with ammonia storage tanks such as SCC.
Thickness gauging indicated no signs of corrosion or metal loss. WFMPT, MPT, DPT, RT &
UFD did not indicate any signs of cracking or other service defects in the PM / HAZ or WM. In-
situ metallography and Hardness gauging indicated a structure normally associated with ASTM
537 class 1 material. Vacuum box testing of the inner tank bottom plate welds confirmed their
leak tightness. The above tests confirmed the integrity of the inner and outer tank.

In order to investigate the observed bulging of the inner tank bottom plate, windows were cut on
the sketch plates at three locations, one towards the tank center and two towards the periphery on
the bulge area. The observations were: -
The Foam Glass / PCC composite layer underneath the annular plate of the inner had been
completely damaged in the area adjacent to the bulge. The PCC layer had sheared off and the
Foam Glass bricks broken to pieces.
The Foam Glass / sand layer towards the center of the tank was observed to be intact.
The sand pad and Foam Glass (surface) at all the three locations was found soaked in water.
Coupon turning of the cutouts did not show any signs of underside corrosion or pitting.

Destructive tests were conducted on the inner tank sketch plates to ascertain their mechanical
properties. Coupons were selected form the cutouts made to inspect the Foam Glass insulation
beneath the bottom plate. Tensile tests (Y.S, UTS and % elongation) as well as impact tests
indicated that the plate confirmed to ASTM A 537 class 1 material.

Analysis
From the inspection and tests conducted it was concluded that the inner tank had not lost its
integrity. The presence of liquid ammonia in the annular space could only be explained by the
wide fluctuations in the tank pressure during the barge unloading activity resulting in
condensation of the excessive ammonia vapor in the tank and annular space. It is not uncommon
for the temperature of liquid ammonia transported through barges to rise to (-) 30 0C as against
the tank operating temperature of (-) 33 0C and thus complementing the pressure fluctuations
within the tank. Presence of liquid ammonia in the annular space is a common occurrence in
tanks receiving ammonia from ships / barges and has been reported by various costal
installations6. It is a normal practice to drain the annular space of liquid ammonia as and when it

9
approaches a particular level (say 250 mm). However in case of D 2701, as the annular space
drain was inoperative, substantial build-up of liquid ammonia occurred in the annular space.

The water soaked sand and Foam Glass (surface) indicated water ingress into the load bearing
insulation during the hydrotest of the outer tank. The water that had seeped into the load bearing
insulation would freeze during the commissioning of the tank causing spalling of the Foam Glass
bricks and disturb the arrangement of the load bearing insulation. The destruction of the Foam
Glass / PCC composite layer beneath the annular plate resulted is edge settlement of the inner
tank. Edge settlement up to 18.0 mm was measured. The presence of liquid ammonia in the
annular space compounded the problem. In the event of the liquid ammonia level in the annular
space exceeding the level of ammonia in the inner tank (as was observed towards the end of the
decommissioning phase), the positive differential pressure acting on the underside of the inner
tank bottom plate would cause it to bulge and take a convex profile 3.

Recommendation for repair

Considering the wide spread distortion observed on the inner tank bottom plate and the
corresponding damage anticipated to the load bearing Foam Glass insulation, it was decided to
undertake extensive repair / reconstruction in order to restore the tank to its design condition. The
reconstruction activity mainly comprised of the following:-

1. Replacement of the entire load bearing Foam Glass insulation. A substantial

quantity of Foam Glass bricks were totally damaged and reuse of the undamaged
bricks was not advisable for such critical applications.

2. Substituting pre-cast Perlite Concrete blocks instead of Foam Glass as load bearing
insulation under the inner tank annular plate. As the damage was observed to be
mainly along the periphery of the inner tank (under the annular plate) it was decided
to replace the Foam Glass bricks in this area with pre-cast perlite concrete blocks
which have a higher compressive strength (and a higher thermal conductivity) as
compared to Foam Glass. The additional heat load on the refrigeration compressors
due to the higher thermal conductivity of the Perlite Concrete blocks was calculated
and found to be well within limits. In order to take care of the differential thermal

10
 expansion / contraction between the perlite concrete blocks and the Foam Glass, 50
mm of compressed mineral wool mats were provided between them. The modified
arrangement of the load bearing insulation was identical to the one provided for the
tank T 2301.

3. Replacement of the entire bottom plate of the inner tank (annular plate and sketch
plates). This was required as reuse of the buckled plates after straightening was not
advisable and also as the deseaming operation would pose problems as regards to re-
welding.

4. Replacement of the first shell course of the inner tank. The location of outlet, drain
and Manway nozzles and the placement of clamps on the first shell course of the
inner tank rendered impractical the reuse of the shell course. The width of the
replacement plates was increased by ~ 50 mm to compensate for the HAZ on the
weld edge of the second shell course, which would be removed by grinding.

The widely reported phenomenon of Stress Corrosion Cracking of Carbon Steel in liquid
ammonia service7, 8
(storage tanks / Horton spheres / Nurse tanks) was another reason for
recommending total replacement of the first shell course and bottom plates. High yield strength
material, residual stresses, peak hardness of the HAZ, oxygen content (in ppm levels) in
ammonia vapor are the major factors contributing to the occurrence of SCC of carbon steels in
liquefied ammonia service. Though stress relief heat treatments have been found beneficial in
mitigating SCC effects, it is not considered practical for large storage tanks.

11
Repair
FEDO was selected to be the technical consultant for the repair / reconstruction and
recommissioning of tank D 2701. M/s FEW were the main contractor employed for carrying out
the repairs. The entire repair was carried out under close supervision by FEDO and FACT-PD. A
detailed repair procedure was prepared and a step-by-step sequential activity chart finalized in
consultation with FACT-PD and FEW. A brief description of the repair is given below.

As the tank is located within an operating plant, a fire screen was erected as a protective barrier
and the screen provided with a water curtain throughout the repair activity. Prior to commencing
the repair, verticality measurements were taken of the inner tank, to be used as a benchmark later
on during the course of the repair.
The suspended deck was cleared of the mineral fiber mats and a few of the aluminum
sheets of the deck removed to provide adequate ventilation inside the tank.
The shell of the inner tank was braced at regular intervals so as to retain its circularity.
Door sheets were cut on the inner and outer tank to facilitate movement of material and
personnel.
The sketch plates of the inner tank bottom plate were deseamed and the Foam Glass &
sand under the sketch plates cleared.
The inner tank shell was supported above the first shell course, on special stools
fabricated from I-beam sections. In all 16 stools, placed at equal intervals, were used to
uphold the inner tank shell.
The anchor strap sections were dismembered, the inner tank nozzles (outlet & drain) and
the annular plate and the first shell course then progressively removed.
The exposed bottom plate of the outer tank was cleared of remaining Foam Glass, PCC
and sand.
The bottom plate of the outer tank was then subject to various NDT techniques such as
Visual examination, Ultrasonic Thickness Gauging, WFMPT, DPT and Vacuum box
testing.
On ensuring the integrity of the outer tank bottom plate, laying of the load bearing
insulation commenced. Pre-cast Perlite concrete blocks were laid so as to form a ring
beneath the annular plate of the inner tank. Foam Glass was systematically laid in a pre-
determined fashion within the circular area formed by the perlite blocks. Refer to figure 3
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 for the original layout of the load bearing insulation and to figure 4 for the modified
layout. Laying of Foam Glass bricks between the outer tank shell and the perlite blocks
was carried towards the end of the repair activity prior to welding of the outer tank door
sheet.
The annular and sketch plates were laid over the load bearing insulation and welded.
On completion of the bottom plate welding, the shell plates, rolled to the required profile,
were placed in position and welded. The temporary support provided for the inner tank
shell was removed.
The reconstructed bottom plate of the inner tank was tested by WFMPT and Vacuum box.
The shell butt welds were tested by WFMPT and RT and the shell to annular plate fillet
welds were DP tested.
All balance welding such as the anchor straps / clamps, inner tank shell nozzles, etc was
completed.
Finally the door sheet of the outer tank was welded in position and the tank readied for
testing.
Hydrostatic test of the inner tank was carried out by filling water up to the specified
height.
Hydro-pneumatic testing of the tank was carried out as specified in the code and the welds
of the dome and the exposed welds of the first shell course of the outer tank leak tested by
applying soap solution.
Vacuum test of the tank was carried out as specified by the code and the operation of the
pressure-vacuum relief valves tested.
On completion of the hydro-pneumatic / vacuum testing of the tank, the inner tank was
drained of water and the bottom plate of inspected for settlement / bulging.
Other activities such as painting of the outer tank shell course, replacement of PUF
insulation and replacement of the suspended deck insulation, etc were completed and the
tank readied for commissioning.
Replacement of structurals external to the tank (staircase and handrails), minor repairs to
the pile cap, etc were undertaken simultaneously and completed before start of
commissioning activities.

13
 OUTER
TANK INNER TANK

20 mm thk. DRY
SAND
ANCHOR
STRIP
20 mm thk. 75 mm thk. X 2 layers
PCC RING FOAM GLASS
INSULATION

ANCHOR
BOLTS

PILE CAP

Figure 3 ORIGINAL ARRANGEMENT of the LOAD BEARING INSULATION

OUTER INNER TANK

TANK
200 mm thk.
PERLITE DRY SAND
CONCRETE
BLOCK
ANCHOR
STRAP
75 mm thk. X 2 layers
FOAM GLASS
50 mm Compressed
Mineral Wool INSULATION

ANCHOR
BOLTS

220 mm

PILE CAP

Figure 4 MODIFIED ARRANGEMENT of the LOAD BEARING INSULATION

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The tank was commissioned as per the procedures laid down by FEDO and started receiving
ammonia from the 900 tpd ammonia plant on 30th Sept 2005.

Conclusion
Ammonia Storage Tanks (ASTs) are critical pieces of equipment considering the highly
hazardous nature of the stored contents and hence ensuring its integrity is of paramount
importance. ASTs are also one of the most intricate and difficult pieces of equipment to inspect.
By the combined efforts of FACT-PD, FEW and FEDO, the numerous unforeseen problems that
arose as the repair work progressed were tackled, the tank reconstructed and commissioned
successfully.

Outlook
Current international codes do not regard decommissioning of refrigerated liquid storage systems
as a normal operational requirement and is only considered necessary subsequent to an upset
(such as the persistent presence of ammonia in the annular space) or failure of a component in the
system, where there is a need for entry9. The thermal stresses induced by the decommissioning
activity and the admittance of air (oxygen) into the tank could cause severe damage to an
otherwise normal tank. SCC damage once initiated is difficult, if not impossible, to rectify. Apart
from the potential dangers associated with decommissioning inspection of ASTs, the prohibitive
cost of decommissioning, inspection, recommissioning and tank downtime (and subsequent plant
downtime in case production is supported solely by the subject tank) are serious deterrents to this
method of integrity assessment. Periodic decommissioning inspection of refrigerated Ammonia
Storage Tanks is being replaced by advanced NDT techniques such as Acoustic Emission Testing
and Ultrasonic P-scan in combination with Fracture Mechanics / Crack Propagation studies.
These techniques permit integrity assessment of AST without the need for decommissioning and
have been accepted by various regulatory authorities around the globe.

**************

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 Abbreviations:
(in alphabetic order)

AST : Ammonia Storage Tank

cir seam : Circumferential seam
DPT : Dye Penetrant Testing
FACT-PD : Fertilisers And Chemicals Travancore-Petrochemical Division
FEDO : FACT Engineering and Design Organisation
FEW : FACT Engineering Works
HAZ : Heat Affected Zone
MPT : Magnetic Particle Testing
mtrs. : Meters
NDT : Non-Destructive Testing
PM : Parent Metal
PUF : Poly Urethane Foam
RT : Radiographic Testing
SCC : Stress Corrosion Cracking
tpd : Tonnes per day
WFMPT : Wet Fluorescent Magnetic Particle Testing
WM : Weld Metal

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Reference:
1. Code of Practice for Liquid Ammonia Storage vessels PDIL, 1988
2. Recommendation for the safe and Reliable Inspection of Atmospheric, Refrigerated
Ammonia Storage Tanks 2002 European Fertilizer Manufacturers Association,
3. Tank Inspection Repair, Alteration, and Reconstruction API Standard 653, Second
edition, Dec 1995
4. Nondestructive Examination - ASME section V
5. Design and Construction of Large, Welded, Low-Pressure Storage Tanks API 620,
Ninth Edition, Feb 1996
6. Decommissioning, Repair and Inspection of 10,000 MT Ammonia Storage Tank
Fertiliser News, October 1996 Vol. 41(10), pp.51-57 (7 pages)
7. Stress-Corrosion Cracking of Steel in Liquefied Ammonia Service - A Recapitulation by
A.W. Loginow
8. Avoidance of SCC in Cargo Tanks, Reliquefaction Condensers and Condensate Return
Pipework with Liquefied ammonia Cargoes Society of International Gas Tanker and
Terminal Operators (SIGTTO) information paper no. 2
9. Flat-bottomed, Vertical cylindrical storage tanks for low temperature service British
Standard 7777: 1993 (Part 1 and 2)

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