Corrosion mechanisms of duplex stainless steels in the petrochemical industry

The recent search for new sources of hydrocarbons has led to production from very severe environments which can contain considerable amounts of carbon dioxide, hydrogen sulphide, and chloride ions, combined with temperatures which can exceed 100°C. Oil and gas production from such wells requires highly corrosion-resistant materials. The traditional solution of using carbon steel with additional protection is generally inadequate in these very-aggressive environments. Duplex stainless steels (DSS) are attractive candidates because of their high strength, good general corrosion resistance, excellent resistance to chloride-induced stress corrosion cracking, and good weldability. Although duplex stainless steels have a very good reputation in both subsea and topsides pipework, it is recognized that the tolerance of these materials to variations in microstructure and chemical composition are still not fully understood. The object of this paper is to review the corrosion behaviour of duplex stainless steels in the petrochemical industry, with particular emphasis on microstructures and the effect of changes in chemical composition.

Microstructural and environmental effects on fatigue crack propagation in duplex stainless steels

Fatigue crack initiation and propagation in duplex stainless steels are strongly affected by microstructure in both inert and aggressive environments. Fatigue crack growth rates in wrought Zeron 100 duplex stainless steel in air were found to vary with orientation depending on the frequency of crack tip retardation at ferrite/austenite grain boundaries. Fatigue crack propagation rates in 3.5% NaCl solution and high purity water are increased by hydrogen assisted transgranular cyclic cleavage of the ferrite. The corrosion fatigue results are interpreted using a model for the cyclic cleavage mechanism.

Temperature effects on the mechanism of time independent hydrogen assisted fatigue crack propagation in steels

The effects of temperature on hydrogen assisted fatigue crack propagation are investigated in three steels in the low-to-medium strength range; a low alloy structural steel, a super duplex stainless steel, and a super ferritic stainless steel. Significant enhancement of crack growth rates is observed in hydrogen gas at atmospheric pressure in all three materials. Failure occurs via a mechanism of time independent, transgranular, cyclic cleavage over a frequency range of 0.1-5 Hz. Increasing the temperature in hydrogen up to 80°C markedly reduces the degree of embrittlement in the structural and super ferritic steels. No such effect is observed in the duplex stainless steel until the temperature exceeds 120°C. The temperature response may be understood by considering the interaction between absorbed hydrogen and micro-structural traps, which are generated in the zone of intense plastic deformation ahead of the fatigue crack tip. © 1992.

The role of primary carbides in fatigue crack propagation in aeroengine bearing steels

Fatigue crack propagation, tensile and fracture toughness data for four aeroengine bearing steels are reported. The steels involved are the through-hardened tool steels 18-4-1 (T1) and M50, and two similar carburized steels, RBD and Volvic. Crack growth data have been obtained at 20 °C and 280 °C to cover the range of oil temperatures experienced in aeroengine bearing operations. At 20 °C threshold ΔK values (ΔKth) ranged between 3.5 and 4.5 MPa √m with Paris exponents (m) of between 2.0 and 3.5. The lowest m-values were seen in the carburizing steels, which also exhibited lower Paris regime crack growth rates than M50 and 18-4-1. For all the steels, growth rates were higher at 280 °C,than 20 °C, although there was a slight tendency for ΔKth to increase, probably associated with oxide-induced closure at 280 °C. The effects of primary carbides, strength and toughness on fatigue crack growth behaviour are discussed, in relation to the importance of static-mode cracking. © 1990.

Fatigue behaviour of C-Mn-B steels:effects of heat treatment prestrain and residual stress

The fatigue-crack propagation and threshold behaviour of a C-Mn steel containing boron has been investigated at a range of strength levels suitable for mining chain applications. The heat-treatment variables examined include two austenitizing temperatures (900 degree C and 1250 degree C) and a range of tempering treatments from the as-quenched condition to tempering at 400 degree C. In mining applications the haulage chains undergo a 'calibration' process which has the effect of imposing a tensile prestrain on the chain links before they go into service. Prestrain is shown to reduce threshold values in these steels and this behaviour is related to its effects on the residual stress distribution in the test specimens.

Challenges and opportunities for reverse logistics initiatives in the automotive industry

This paper investigates the main strategies automotive companies adopt to address the issue of dealing with end-of-life vehicles and spare parts. Furthermore, it investigates the reasons behind take-back strategies, i.e how and why automotive companies undertake initiatives in reverse logistics. The research findings indicate that companies are trying to respond to the end-of-life legislation based on cost-effective approaches as well as corporate environmental responsibility. Outsourcing is used when expertise is found to extract value from scrap and there is cooperation with suppliers and vendors to facilitate the dismantling of cars and recycling of parts.

Manufacturing reshoring and its limits:the UK automotive case

This paper explores the meaning of reshoring and its drivers in the case of UK manufacturing and in particular its automotive sector. Drawing on interviews, policy reviews and a range of recent surveys, the paper finds that while reshoring is a discernable trend in UK manufacturing, it is less pronounced than many have claimed and that – in the UK case at least - there are severe limits as to how far this reshoring trend can go, particularly in relation to the availability of skills and finance in the supply chain. This is in turn raises questions over the stance of British policy and whether more could be done, with comparisons made to US experience.

Phoenix industries and open innovation? The Midlands advanced automotive manufacturing and engineering industry

This paper explores the links between open innovation and the emergence of a ‘phoenix industry’ centred on the UK’s traditional automotive heartland, the West Midlands, which has developed a significant presence in automotive design and engineering, particularly among small and niche firms. Drawing on case study research, the paper investigates whether this can be considered as a phoenix industry, and to what extent open innovation has been important in the industry’s development. The paper considers relationships between firms and impacts in terms of changing economic and labour market conditions. The paper concludes by examining the role that public policy has played to date and might play in the future in supporting an emerging phoenix industry with open innovation features.

The Knowledge in Automotive Field Representation with Modern Technologies

Modern technologies have changed the way of presenting information in archives. This makes it possible to introduce new services, which was unimaginable a few years ago. Digitalization, security and virtual presentation of objects in the sphere of motoring by application of technologies, based on knowledge about how to create digital resources is the theme of this project. The aim of AutoKnow project is to carry out a research and create a multi- media digital archive AutoKnow and Experimental Virtual Motor Laboratory (EVML) with Motor Library (ML) from digital multi-media patterns from a selected group of objects in the sphere of automobile technology, presented by NMU. This makes it possible to widely apply multi-media collections in automobile engineering, teaching, research work in that sphere and serve the interests of a large number of auto-amateurs as well in Bulgaria. The research and development of АutoKnow is in the following mutually related fields: - Creation and annotation of collections of objects in the sphere of automobiles; - Creation, analysis and security of a digital archive AutoKnow; - Design and creation of Digital Motor Library; - Socially-oriented applications in education, scientific studies and Experimental Virtual Motor Laboratory; - Informational System for teaching and testing of knowledge in the sphere of automobiles MindCheck.

A roadmap for cost engineering in the automotive supplier sector

The advent of global competition has introduced the need for new competitive manufacturing strategies. The implementation of new strategies has a dramatic effect on measuring product cost compared to traditional management accounting methods. It is found that new cost management methods are required to measure success and support decision-making within the new strategies. One example is the consequences of using traditional management accounting methods for measuring the effects of lean having catastrophic results during reporting. Such results steer managers away from lean manufacture based upon a false picture of the potential benefits. This research examines cost management methods potentially applicable within the automotive supplier sector. Because of the lack of cost-related data collected within the supplier sector companies, this paper ends with a demonstration of a novel method for use in data scarce environments. Copyright © 2008 Inderscience Enterprises Ltd.

Is keiretsu really a source of competitive advantage for Japanese automotive suppliers?

Purpose - The purpose of this paper is to examine how firms create and sustain competitive advantage in the inter-firm business relationships from a supplier's perspective. It also investigates what factors affect their competitiveness and relationship between buyers and suppliers. Design/methodology/approach - This is an exploratory study on keiretsu partnerships composed of four main phases: analysis of theoretical perspectives, construction of a conceptual framework, interview of a CEO, and finally, a survey questionnaire with Japanese automotive suppliers. Findings - As a result, this paper classified these 11 companies into four supplier groups (affiliated or independent Tier 1 suppliers; affiliated or independent Tier 2 suppliers) and analysed their competitiveness developing the research propositions further. The benefits of affiliation under a keiretsu partnership are discussed, showing that there may be little benefit in being an affiliated Tier 1 supplier. Even more critical, the results show that independent Tier 2 supplier may be more competitive than affiliated tier ones. Originality/value - These intriguing results reveal an urgent need of investigating Japanese automotive supply chains from the suppliers' perspectives in the future research. This paper extended the literatures on competitive advantage and business relationships at both theory and managerial practice.

Practice based learning for automotive engineering design students

The automotive industry combines a multitude of professionals to develop a modern car successfully. Within the design and development teams the collaboration and interface between Engineers and Designers is critical to ensure design intent is communicated and maintained throughout the development process. This study highlights recent industry practice with the emergence of Concept Engineers in design teams at Jaguar Land Rover Automotive group. The role of the Concept Engineer emphasises the importance of the Engineering and Design/Styling interface with the Concept engineer able to interact and understand the challenges and specific languages of each specialist area, hence improving efficiency and communication within the design team. Automotive education tends to approach design from two distinct directions, that of engineering design through BSc courses or a more styling design approach through BA and BDes routes. The educational challenge for both types of course is to develop engineers and stylist's who have greater understanding and experience of each other's specialist perspective of design and development. The study gives examples of two such courses in the UK who are developing programmes to help students widen their understanding of the engineering and design spectrum. Initial results suggest the practical approach has been well received by students and encouraged by industry as they seek graduates with specialist knowledge but also a wider appreciation of their role within the design process.

The use of methane as automotive fuel – a step to sustainable economy?

The introduction of CNG (Compressed Natural Gas) as automotive fuel began in Italy as early as in mid- 1930s, and ever since the Italian market has always been highly advanced in this regard. Many other countries followed, some of them quite recently, but nevertheless with impressive results. The appeal of this automotive fuel is based on the fact that compared to gasoline, diesel and LPG (Liquefied Petroleum Gas), CNG is cleaner and cheaper; even more so, this fuel is renewable – it can be produced locally from biogas. Despite its obvious benefits, CNG is barely present in Hungary. This article provides an insight into the topic, highlights obstacles to introduction and suggests appropriate governmental steps. The information is intended to support the activities and the decision-making process of governmental officials, municipalities, car-fleet managers, car dealers and their service departments.

Az autóipar szerkezeti átrendeződése – Vállalati stratégiák és a válság hatásai (Structural change in the automotive industry – corporate strategies and the impact of the crisis)

Az írás a globális értékláncok élén álló autóipari cégek világgazdasági válságra adott reakcióit foglalja össze. Megállapítja, hogy a válságnak messze nincs vége: az iparág globális átrendeződése folytatódik. A globális értékláncokba sikeresen betagozódott közép-európai autóipari klaszter ezeknek a folyamatoknak mindmáig nyertese volt. Számolni kell azonban azzal, hogy továbbra is sok a technológiai és a piaci bizonytalanság: az új szereplők belépése, új üzleti modellek elterjedése hosszabb távon felboríthatja a jelenlegi status quo-t, és veszélyeztetheti a hagyományos autóipari befektetőiket munkabér-alapú versenyképességgel megtartani próbáló közép- és kelet-európai országok pozícióit. Az autóipari működő tőkét fogadó közép-kelet-európai országok számára hosszabb távon veszélyt jelenthet az autóipari üzleti modellek átalakulása, a gyártás teljes kiszervezése komplex gyártási szolgáltatást vállaló cégekhez, mivel ez esetben az értéklánc vezető vállalatai bezárhatják a régióban működő gyártóbázisaikat. Az értékláncok élén álló globális cégek „menekülés a minőségbe” stratégiája helyi szinten is követhető, követendő, a működő tőkét fogadó országok versenyképessége kizárólag a helyi leányvállalatok állandó „feljebb lépésével” tartható fenn. ______ This paper summarizes lead firms’ reactions to crisis in global automotive value chains. The paper advances five theses. Author argues that crisis is not over yet, the global restructuring of the industry continues. Actors in the CEE automotive cluster have successfully become integrated into global value chains and have thereby been the winners of past restructuring processes. Nevertheless, technological and market uncertainties prevail: entry of new economic actors and the diffusion of new business models may, in the long run, disrupt the current status quo and jeopardise the world economic position of CEE countries that have been relying solely on their labour cost advantages to sustain direct investment inflows in their automotive industries. In the long run the automotive industries of Central and Eastern European (CEE) economies may become threatened by the transformation of the prevailing automotive business model, the outsourcing of manufacturing and related support activities to complex manufacturing services providers, which could lead to the closure of lead firms’ manufacturing facilities in CEE. Lead firms’ increased focus on high quality high value adding activities strategy can and should be followed by local subsidiaries through a continuous strive for upgrading.