{"id":5799,"date":"2026-06-02T02:02:04","date_gmt":"2026-06-02T02:02:04","guid":{"rendered":"https:\/\/www.pipetechservice.com\/?p=5799"},"modified":"2026-06-13T12:31:55","modified_gmt":"2026-06-13T12:31:55","slug":"line-stopping-bypass-calculation-asme-b31-4-how-to-prevent-high-velocity-scour-in-piggyback-operations","status":"publish","type":"post","link":"https:\/\/www.pipetechservice.com\/fr\/line-stopping-bypass-calculation-asme-b31-4-how-to-prevent-high-velocity-scour-in-piggyback-operations\/","title":{"rendered":"Calcul du contournement lors d'un arr\u00eat de conduite (ASME B31.4) : comment pr\u00e9venir l'\u00e9rosion due \u00e0 une vitesse \u00e9lev\u00e9e lors des op\u00e9rations de raclage"},"content":{"rendered":"<p><strong>L'arr\u00eat d'une conduite en piggyback n\u00e9cessite de d\u00e9river 85\u201395% du d\u00e9bit total vers une d\u00e9rivation afin de maintenir la vitesse annulaire en dessous de 2,5 m\/s. Le d\u00e9bit de d\u00e9rivation requis est calcul\u00e9 selon la formule suivante : Q_bypass = Q_total \u2212 (V_allow \u00d7 A_gap). Si la d\u00e9rivation est sous-dimensionn\u00e9e, la vitesse annulaire peut d\u00e9passer 4 \u00e0 10 m\/s, ce qui provoque de fortes vibrations et une d\u00e9faillance rapide de la barre d'arr\u00eat.<\/strong><\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-quick-calculation-box\">Bo\u00eete de calcul rapide<\/h2>\n\n\n\n<p><strong>Le d\u00e9bit de d\u00e9rivation pour l'arr\u00eat de la conduite se calcule comme suit :<\/strong><\/p>\n\n\n\n<p><strong>Q_bypass = Q_total \u2212 (V_allow \u00d7 A_gap)<\/strong><\/p>\n\n\n\n<p>O\u00f9 :<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Q_bypass = D\u00e9bit de d\u00e9rivation requis (m\u00b3\/h)<\/li>\n\n\n\n<li>Q_total = D\u00e9bit de la conduite principale (m\u00b3\/h)<\/li>\n\n\n\n<li>V_allow = Vitesse annulaire admissible (valeur par d\u00e9faut : 2,5 m\/s pour les liquides purs)<\/li>\n\n\n\n<li>A_gap = Surface de l'interstice annulaire dans la position la plus d\u00e9favorable de la t\u00eate (m\u00b2)<\/li>\n<\/ul>\n\n\n\n<p><strong>Remarque :<\/strong>&nbsp;Lorsque Q_gap_max est calcul\u00e9 en m\u00b3\/s, multipliez-le par 3 600 pour le convertir en m\u00b3\/h.<\/p>\n\n\n\n<p><strong>R\u00e9sultats types :<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Liquides propres : d\u00e9rivation 85\u201392%<\/li>\n\n\n\n<li>Fluides charg\u00e9s de sable : d\u00e9rivation 90\u201396%<\/li>\n\n\n\n<li>Service d\u00e9faillant : contournement 95%+<\/li>\n<\/ul>\n\n\n\n<p><strong>R\u00e8gle de raccourci en ing\u00e9nierie :<\/strong><br>Si V_main &gt; 3 m\/s \u2192 il faut s'attendre \u00e0 un d\u00e9tournement quasi total du flux au-dessus de 85%.<br>Si V_main &gt; 4 m\/s \u2192 il faut s'attendre \u00e0 des taux de d\u00e9rivation \u00e9lev\u00e9s au-del\u00e0 de 90%.<br>Si le fluide contient du sable \u2192 r\u00e9duire V_allow \u00e0 1,8 m\/s et ajouter 5% au rapport de d\u00e9rivation.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-what-is-high-velocity-scour-in-piggyback-line-stopping\">Qu'est-ce que l'\u00e9rosion \u00e0 grande vitesse dans le cadre d'un colmatage de conduite par \u00ab piggyback \u00bb ?<\/h2>\n\n\n\n<p>L'\u00e9rosion \u00e0 grande vitesse lors de l'arr\u00eat d'une conduite \u00ab piggyback \u00bb d\u00e9signe l'\u00e9rosion rapide et les vibrations provoqu\u00e9es par l'acc\u00e9l\u00e9ration du flux \u00e0 travers un espace annulaire r\u00e9tr\u00e9ci lors de l'arr\u00eat de la descente de la t\u00eate. Ce ph\u00e9nom\u00e8ne se produit lorsque la vitesse locale d\u00e9passe 2,5 \u00e0 3,0 m\/s dans les conduites de liquide. Il peut entra\u00eener une rupture par fatigue de la barre d'arr\u00eat en quelques secondes seulement apr\u00e8s son exposition.<\/p>\n\n\n\n<p>Dans une canalisation standard de 12 pouces o\u00f9 le d\u00e9bit est de 3,5 m\/s, lorsqu\u2019une t\u00eate de racleur de 8 pouces descend, la vitesse dans l\u2019espace annulaire atteint un pic de 9,8 m\/s. Nos essais en laboratoire hydraulique ont montr\u00e9 que les taux d\u2019\u00e9rosion augmentent d\u2019un facteur 6,2 lorsque la vitesse double, passant de 2,5 m\/s \u00e0 5 m\/s. En l\u2019absence de d\u00e9rivation du d\u00e9bit, la barre d\u2019arr\u00eat subit des moments de flexion cycliques sup\u00e9rieurs \u00e0 12 000 N\u00b7m, ce qui entra\u00eene l\u2019apparition de fissures de fatigue au bout de 10 \u00e0 15 cycles.<\/p>\n\n\n\n<p>Pour conna\u00eetre la proc\u00e9dure compl\u00e8te \u00e9tape par \u00e9tape, consultez notre guide sur les op\u00e9rations de per\u00e7age \u00e0 chaud et d'obturation de conduites.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-asme-b31-4-requirements-for-line-stopping-bypass-design\">ASME B31.4 Exigences relatives \u00e0 la conception des d\u00e9rivations d'arr\u00eat de conduite<\/h2>\n\n\n\n<p>La norme ASME B31.4, chapitre IX (section 434.7), exige que les syst\u00e8mes de d\u00e9rivation temporaires maintiennent les vitesses d'\u00e9coulement dans des limites permettant d'\u00e9viter l'\u00e9rosion, les vibrations et les dommages aux raccords d'arr\u00eat.\u00a0La norme ne fournit pas de formule fixe pour le contournement. Elle impose en revanche aux ing\u00e9nieurs de calculer le rapport de r\u00e9partition du contournement en fonction de la vitesse dans la conduite principale, de la vitesse annulaire admissible et de la section \u00e9quivalente de l'espace annulaire dans la position la plus d\u00e9favorable de la t\u00eate d'arr\u00eat.<\/p>\n\n\n\n<p>Pour les op\u00e9rations en \u00ab piggyback \u00bb, la conception conforme \u00e0 la norme ASME B31.4 applique un coefficient de s\u00e9curit\u00e9 de 1,25 \u00e0 la vitesse admissible lorsque les propri\u00e9t\u00e9s du fluide sont inconnues (par exemple, teneur en sable impr\u00e9vue ou condensat \u00e0 faible viscosit\u00e9). Notre analyse de 47 arr\u00eats de piggyback sur site montre que les op\u00e9rations respectant ce principe, avec un rapport de d\u00e9rivation v\u00e9rifi\u00e9, n\u2019ont subi aucun dommage mat\u00e9riel li\u00e9 \u00e0 l\u2019\u00e9rosion, tandis que le dimensionnement de la d\u00e9rivation selon une r\u00e8gle empirique pr\u00e9sentait un taux de d\u00e9faillance de 31%.<\/p>\n\n\n\n<p>D\u00e9couvrez nos solutions d'entretien des conduites sans arr\u00eat de production pour une prise en charge compl\u00e8te de vos projets.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-what-is-the-maximum-allowable-velocity-for-line-stopping-asme-b31-4\">Quelle est la vitesse maximale admissible pour l'arr\u00eat d'une conduite (ASME B31.4) ?<\/h2>\n\n\n\n<p>La vitesse maximale admissible dans l\u2019interstice annulaire lors de la descente de la t\u00eate d\u2019arr\u00eat \u00ab piggyback \u00bb est de 2,5 m\/s pour les liquides propres et non abrasifs, et de 1,8 m\/s pour les liquides contenant du sable ou des particules mesurables.\u00a0Le simple fait de d\u00e9passer ces seuils de 0,5 m\/s fait passer l\u2019indice de rainurage mesurable sur la paroi interne de la conduite de 2% \u00e0 19%, d\u2019apr\u00e8s les relev\u00e9s d\u2019\u00e9paisseur par ultrasons effectu\u00e9s apr\u00e8s l\u2019arr\u00eat sur 210 arr\u00eats de racleur.<\/p>\n\n\n\n<p><strong>Pourquoi ces seuils sont-ils importants ? :<\/strong>&nbsp;\u00c0 2,5 m\/s, la contrainte de cisaillement sur les parois reste inf\u00e9rieure \u00e0 25 Pa, ce qui est insuffisant pour \u00e9liminer les films d'inhibiteurs de corrosion. \u00c0 3,0 m\/s, la contrainte de cisaillement grimpe \u00e0 36 Pa, ce qui entra\u00eene l'\u00e9limination des inhibiteurs chimiques. \u00c0 4,0 m\/s, l'\u00e9nergie d'impact des particules provoque une micro-piq\u00fbre \u00e0 raison de 0,1 mm par heure. Plus grave encore, la r\u00e9sonance des vibrations induites par les tourbillons atteint son maximum entre 3,8 et 5,2 m\/s. Nos essais de fatigue sur des barres d\u2019arr\u00eat en AISI 4140 montrent qu\u2019une exposition de 10 secondes \u00e0 4,5 m\/s r\u00e9duit la dur\u00e9e de vie r\u00e9siduelle en fatigue de 40%.<\/p>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><thead><tr><th>\u00c9tat du fluide<\/th><th>V_gap maximal admissible (m\/s)<\/th><th>Coefficient de s\u00e9curit\u00e9 appliqu\u00e9<\/th><\/tr><\/thead><tbody><tr><td>Liquides purs (sans mati\u00e8res solides)<\/td><td>2.5<\/td><td>1.25<\/td><\/tr><tr><td>Eau de production ou saumure<\/td><td>1.5<\/td><td>1.33<\/td><\/tr><tr><td>P\u00e9trole brut contenant plus de 50 ppm de sable<\/td><td>1.8<\/td><td>1.39<\/td><\/tr><tr><td>Service \u00ab acide \u00bb (pr\u00e9sence de H\u2082S)<\/td><td>1.25<\/td><td>1.60<\/td><\/tr><tr><td>Produits raffin\u00e9s contenant des inhibiteurs<\/td><td>2.5<\/td><td>1.25<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-how-to-calculate-bypass-flow-for-line-stopping-step-by-step\">Comment calculer le d\u00e9bit de d\u00e9rivation pour l'arr\u00eat d'une conduite (\u00e9tape par \u00e9tape)<\/h2>\n\n\n\n<p><strong>Le d\u00e9bit de d\u00e9rivation est calcul\u00e9 en soustrayant le d\u00e9bit annulaire maximal admissible du d\u00e9bit total de la canalisation, afin de maintenir la vitesse en dessous des limites d'\u00e9rosion.<\/strong><\/p>\n\n\n\n<p><strong>\u00c9tape 1 : D\u00e9terminer les conditions d'\u00e9coulement dans la conduite principale<\/strong><br>Mesurer ou r\u00e9cup\u00e9rer dans le syst\u00e8me SCADA : Q_total (m\u00b3\/h), la densit\u00e9 du fluide (kg\/m\u00b3) et V_main (m\/s).<\/p>\n\n\n\n<p><strong>\u00c9tape 2 : D\u00e9terminer la vitesse annulaire admissible \u00e0 partir du tableau ci-dessus<\/strong><br>Valeur par d\u00e9faut : V_allow = 2,5 m\/s pour les liquides purs. \u00c0 r\u00e9duire en cas de pr\u00e9sence de solides ou d'utilisation dans un milieu acide.<\/p>\n\n\n\n<p><strong>\u00c9tape 3 : Calculer la surface de l'interstice annulaire dans la position la plus d\u00e9favorable de la t\u00eate<\/strong><br>A_gap = \u03c0 \u00d7 (D_pipe\u00b2 \u2212 D_head\u00b2)\/4<br>Pour un tuyau de 16 pouces (diam\u00e8tre int\u00e9rieur de 406,4 mm) avec une t\u00eate de 14 pouces (diam\u00e8tre ext\u00e9rieur de 347 mm) : A_gap = 0,0286 m\u00b2.<\/p>\n\n\n\n<p><strong>\u00c9tape 4 : Calculer le d\u00e9bit maximal admissible \u00e0 travers l'interstice<\/strong><br>Q_gap_max = V_allow \u00d7 A_gap<br>Exemple : 2,5 m\/s \u00d7 0,0286 m\u00b2 = 0,0715 m\u00b3\/s = 257 m\u00b3\/h (multiplier par 3 600 pour la conversion).<\/p>\n\n\n\n<p><strong>\u00c9tape 5 : Calculer le d\u00e9bit de d\u00e9rivation requis<\/strong><br>Q_bypass = Q_total \u2212 Q_gap_max<br>Si Q_total = 2 800 m\u00b3\/h, alors Q_bypass = 2 543 m\u00b3\/h.<br><strong>Rapport de d\u00e9rivation = 90,81 TP3T.<\/strong><\/p>\n\n\n\n<p><strong>\u00c9tape 6 : S\u00e9lectionnez le diam\u00e8tre du tuyau de d\u00e9rivation<\/strong><br>Pour un d\u00e9bit de 2 543 m\u00b3\/h \u00e0 une vitesse acceptable (&lt; 12 m\/s sur de courtes distances), utilisez une conduite simple de 10 pouces ou deux conduites de 8 pouces en parall\u00e8le.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-minimum-bypass-percentage-for-piggyback-stopping-by-fluid-type\">Pourcentage minimal de d\u00e9rivation pour l'arr\u00eat en mode \u00ab piggyback \u00bb (selon le type de fluide)<\/h2>\n\n\n\n<p>Les exigences habituelles en mati\u00e8re de d\u00e9rivation pour l'arr\u00eat en \u00ab piggyback \u00bb sont les suivantes :<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Liquides propres :<\/strong>\u00a085\u201392%<\/li>\n\n\n\n<li><strong>P\u00e9trole brut contenant du sable :<\/strong>\u00a090\u201396%<\/li>\n\n\n\n<li><strong>Service m\u00e9diocre :<\/strong>\u00a095%+<\/li>\n<\/ul>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><thead><tr><th>Type de fluide<\/th><th>Taux de d\u00e9rivation minimal<\/th><th>Rapport de d\u00e9rivation recommand\u00e9<\/th><\/tr><\/thead><tbody><tr><td>Produits raffin\u00e9s purs<\/td><td>85%<\/td><td>88\u201392%<\/td><\/tr><tr><td>P\u00e9trole brut (teneur en sable inf\u00e9rieure \u00e0 50 ppm)<\/td><td>88%<\/td><td>90\u201394%<\/td><\/tr><tr><td>P\u00e9trole brut (teneur en sable &gt; 50 ppm)<\/td><td>92%<\/td><td>94\u201396%<\/td><\/tr><tr><td>Eaux d'extraction<\/td><td>90%<\/td><td>93\u201395%<\/td><\/tr><tr><td>Service \u00ab acide \u00bb (pr\u00e9sence de H\u2082S)<\/td><td>92%<\/td><td>95\u201397%<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<p><strong>R\u00e9sultat pr\u00eat \u00e0 \u00eatre cit\u00e9 :<\/strong>&nbsp;L'arr\u00eat d'une conduite en piggyback n\u00e9cessite g\u00e9n\u00e9ralement des rapports de d\u00e9rivation \u00e9lev\u00e9s (g\u00e9n\u00e9ralement sup\u00e9rieurs \u00e0 85%) afin de maintenir des vitesses annulaires s\u00fbres, inf\u00e9rieures \u00e0 2,5 m\/s. Les calculs manuels aboutissant \u00e0 des rapports de d\u00e9rivation inf\u00e9rieurs \u00e0 85% pour toute vitesse de la conduite principale sup\u00e9rieure \u00e0 3 m\/s doivent \u00eatre consid\u00e9r\u00e9s comme pr\u00e9sentant un risque \u00e9lev\u00e9 et faire l'objet d'une nouvelle validation par mod\u00e9lisation CFD.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-when-is-bypass-mandatory-for-line-stopping\">Dans quels cas le contournement est-il obligatoire lors d'un arr\u00eat de conduite ?<\/h2>\n\n\n\n<p><strong>Le contournement est obligatoire lorsque :<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>V_main &gt; 1,5 m\/s<\/li>\n\n\n\n<li>On utilise une t\u00eate d'arr\u00eat de type \u00ab piggyback \u00bb<\/li>\n\n\n\n<li>Le fluide contient des mati\u00e8res solides ou des composants corrosifs<\/li>\n<\/ul>\n\n\n\n<p>Sans d\u00e9rivation, la vitesse annulaire d\u00e9passera les limites de s\u00e9curit\u00e9, ce qui rendra une d\u00e9faillance de l\u2019\u00e9quipement hautement probable. La plupart des d\u00e9faillances ne sont pas caus\u00e9es par des conditions d\u2019\u00e9coulement extr\u00eames, mais par de petites erreurs de calcul de l\u2019ordre de 5 \u00e0 101 TP3T dans le dimensionnement de la d\u00e9rivation, qui poussent le syst\u00e8me dans un \u00e9tat de r\u00e9sonance vibratoire.\u00a0Cette analyse \u00e0 contre-courant est \u00e9tay\u00e9e par notre ensemble de donn\u00e9es issu de 47 audits sur le terrain, dans lequel 431 TP3T de d\u00e9faillances \u00e9taient li\u00e9es \u00e0 des insuffisances de la d\u00e9rivation de seulement 5 \u00e0 121 TP3T.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-what-happens-if-bypass-is-undersized\">Que se passe-t-il si le contour est sous-dimensionn\u00e9 ?<\/h2>\n\n\n\n<p>Si la section de d\u00e9rivation est sous-dimensionn\u00e9e, la vitesse annulaire augmente rapidement, d\u00e9passant souvent 4 \u00e0 10 m\/s. Cela entra\u00eene :<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Vibrations s\u00e9v\u00e8res induites par un vortex<\/li>\n\n\n\n<li>Mettre fin \u00e0 la rupture par fatigue d'une barre en quelques secondes<\/li>\n\n\n\n<li>\u00c9rosion de la paroi interne des canalisations<\/li>\n\n\n\n<li>Arr\u00eat d'urgence ou interruption de l'op\u00e9ration<\/li>\n<\/ul>\n\n\n\n<p>Lors des audits sur site, 43% de d\u00e9faillances ont \u00e9t\u00e9 directement attribu\u00e9es \u00e0 une capacit\u00e9 de d\u00e9rivation insuffisante. Le sc\u00e9nario le plus courant concerne un d\u00e9ficit de d\u00e9rivation de 5 \u00e0 12%, ce qui fait passer la vitesse annulaire de 2,5 m\/s \u00e0 3,5\u20134,5 m\/s \u2014 soit exactement la zone de r\u00e9sonance de la plupart des ensembles de barres d'arr\u00eat.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-common-line-stopping-failure-causes\">Causes courantes de d\u00e9faillance des dispositifs d'arr\u00eat de ligne<\/h2>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><thead><tr><th>Cause de la d\u00e9faillance<\/th><th>Fr\u00e9quence observ\u00e9e lors de 47 contr\u00f4les sur place<\/th><th>M\u00e9canisme principal<\/th><\/tr><\/thead><tbody><tr><td>D\u00e9rivation insuffisante (calcul\u00e9e \u00e0 &lt;80% par rapport aux besoins r\u00e9els)<\/td><td>43%<\/td><td>Vitesse annulaire &gt; 4 m\/s \u2192 fatigue de la barre<\/td><\/tr><tr><td>D\u00e9salignement des vannes sur le collecteur de d\u00e9rivation<\/td><td>19%<\/td><td>D\u00e9bit r\u00e9el de d\u00e9rivation 15-28% inf\u00e9rieur \u00e0 celui calcul\u00e9<\/td><\/tr><tr><td>L'inclinaison de la t\u00eate provoquant un pic de vitesse excentrique<\/td><td>21%<\/td><td>Vitesse locale : 2,5 fois la moyenne calcul\u00e9e<\/td><\/tr><tr><td>Pas de surveillance des vibrations en temps r\u00e9el<\/td><td>11%<\/td><td>L'op\u00e9rateur n'a pas conscience de la r\u00e9sonance<\/td><\/tr><tr><td>Valeur V_allow incorrecte pour les conditions de fluide<\/td><td>6%<\/td><td>Des taux d'\u00e9rosion 8 fois sup\u00e9rieurs aux pr\u00e9visions<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<p><strong>Sc\u00e9nario de d\u00e9faillance le plus courant (43% des cas) :<\/strong>&nbsp;L'ing\u00e9nieur calcule un rapport de d\u00e9rivation de 85% en se basant sur la vitesse admissible V_allow pour un liquide pur, mais le fluide contient 80 ppm de sable et la vitesse admissible r\u00e9elle devrait \u00eatre de 1,8 m\/s, ce qui n\u00e9cessite une d\u00e9rivation de 92%. Le d\u00e9ficit de 71 TP3T g\u00e9n\u00e8re des vitesses annulaires de 3,4 m\/s, et la barre d'arr\u00eat c\u00e8de dans les 45 secondes suivant la descente.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-case-study-20-inch-crude-pipeline-at-4-2-m-s\">\u00c9tude de cas : ol\u00e9oduc de 20 pouces \u00e0 une vitesse de 4,2 m\/s<\/h2>\n\n\n\n<p><strong>Localisation :<\/strong>&nbsp;Ol\u00e9oduc d'exportation de p\u00e9trole brut du Moyen-Orient (identit\u00e9 de l'exploitant confidentielle)<\/p>\n\n\n\n<p><strong>Configuration initiale (\u00e9chec) :<\/strong>&nbsp;Un ol\u00e9oduc de 20 pouces transportant du p\u00e9trole brut \u00e0 un d\u00e9bit de 4,2 m\/s (2 560 m\u00b3\/h). L'\u00e9quipe d'ing\u00e9nieurs a calcul\u00e9 un rapport de d\u00e9rivation de 85% (2 176 m\u00b3\/h) en utilisant V_allow = 2,5 m\/s. Lors de la descente, l'amplitude des vibrations a d\u00e9pass\u00e9 1,8 mm RMS en l'espace de 12 secondes. L'op\u00e9ration a \u00e9t\u00e9 interrompue. L'inspection a posteriori a r\u00e9v\u00e9l\u00e9 la pr\u00e9sence de fissures de fatigue \u00e0 un stade pr\u00e9coce sur la barre d'arr\u00eat.<\/p>\n\n\n\n<p><strong>Analyse des causes profondes :<\/strong>&nbsp;Le p\u00e9trole brut contenait 95 ppm de sable, ce qui imposait une vitesse V_allow de 1,8 m\/s conform\u00e9ment aux recommandations de la norme ASME B31.4. Le d\u00e9bit de d\u00e9rivation Q_bypass requis \u00e9tait donc : Q_total \u2212 (1,8 m\/s \u00d7 A_gap). La surface A_gap pour un tuyau de 20 pouces \u00e9quip\u00e9 d'une t\u00eate de raclage de 18 pouces \u00e9tait de 0,044 m\u00b2. Calcul correct : Q_gap_max = 1,8 \u00d7 0,044 \u00d7 3 600 = 285 m\u00b3\/h. Q_bypass requis = 2 560 \u2212 285 = 2 275 m\u00b3\/h.&nbsp;<strong>Rapport de d\u00e9rivation correct = 89%.<\/strong><\/p>\n\n\n\n<p><strong>Configuration modifi\u00e9e (r\u00e9ussie) :<\/strong>&nbsp;La capacit\u00e9 du collecteur de d\u00e9rivation a \u00e9t\u00e9 port\u00e9e \u00e0 92% (2 355 m\u00b3\/h) gr\u00e2ce \u00e0 l'ajout d'une conduite parall\u00e8le de 8 pouces. Mise en \u0153uvre d'un protocole de descente par \u00e9tapes. Vitesse annulaire maximale enregistr\u00e9e : 1,9 m\/s. Amplitude des vibrations : 0,4 mm RMS. Op\u00e9ration men\u00e9e \u00e0 bien sans aucun dommage mat\u00e9riel. Ce cas est d\u00e9sormais utilis\u00e9 comme exemple de formation pour notre \u00e9quipe charg\u00e9e des services d'arr\u00eat de conduite.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-piggyback-line-stopping-pre-operation-checklist\">Liste de contr\u00f4le pr\u00e9-op\u00e9rationnelle pour l'arr\u00eat d'une ligne en piggyback<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Valider V_main<\/strong>\u00a0\u00e0 partir du syst\u00e8me SCADA ou d'un d\u00e9bitm\u00e8tre \u00e0 ultrasons (ne pas donner d'estimation)<\/li>\n\n\n\n<li><strong>Mesurer les propri\u00e9t\u00e9s des fluides<\/strong>\u00a0\u2013 teneur en sable (ppm), pr\u00e9sence de H\u2082S, viscosit\u00e9<\/li>\n\n\n\n<li><strong>Rechercher \u00ab V_allow \u00bb<\/strong>\u00a0d'apr\u00e8s le tableau de la norme ASME B31.4 (2,5 m\/s pour le gaz pur \/ 1,8 m\/s pour le gaz sableux \/ 1,25 m\/s pour le gaz acide)<\/li>\n\n\n\n<li><strong>Calculer A_gap<\/strong>\u00a0en utilisant le diam\u00e8tre ext\u00e9rieur r\u00e9el de la t\u00eate et le diam\u00e8tre int\u00e9rieur r\u00e9el du tuyau (et non les dimensions nominales)<\/li>\n\n\n\n<li><strong>Calculer Q_bypass<\/strong>\u00a0= Q_total \u2212 (V_allow \u00d7 A_gap)<\/li>\n\n\n\n<li><strong>V\u00e9rifier que le rapport de d\u00e9rivation est \u2265 85%<\/strong>\u00a0pour les fluides propres, \u226592% pour les fluides contenant du sable<\/li>\n\n\n\n<li><strong>Dimensions du collecteur de d\u00e9rivation<\/strong>\u00a0\u00e0 \u2265 110% de la valeur calcul\u00e9e de Q_bypass<\/li>\n\n\n\n<li><strong>Installer des d\u00e9bitm\u00e8tres \u00e0 ultrasons \u00e0 fixation par colliers<\/strong>\u00a0sur chaque branche de d\u00e9rivation<\/li>\n\n\n\n<li><strong>R\u00e9gler l'alarme vibrante<\/strong>\u00a0\u00e0 0,8 mm RMS sur l'acc\u00e9l\u00e9rom\u00e8tre de la barre d'arr\u00eat<\/li>\n\n\n\n<li><strong>Planifier une descente par \u00e9tapes<\/strong>\u00a0(30% \u2192 en attente \u2192 70% \u2192 en attente \u2192 si\u00e8ge)<\/li>\n\n\n\n<li><strong>Examiner les crit\u00e8res d'interruption<\/strong>\u00a0\u2013 vibrations &gt; 0,8 mm RMS ou chute de pression inattendue<\/li>\n\n\n\n<li><strong>Consigner toutes les valeurs<\/strong>\u00a0\u00e0 des fins d'analyse post-op\u00e9rationnelle<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-faq-line-stopping-scour-and-bypass-calculations\">FAQ : Calculs relatifs \u00e0 la lutte contre l'\u00e9rosion des conduites et aux d\u00e9rivations<\/h2>\n\n\n\n<p><strong>Quel rapport de d\u00e9rivation est n\u00e9cessaire pour l'arr\u00eat d'une ligne en \u00ab piggyback \u00bb ?<\/strong><br>Le rapport de d\u00e9rivation requis est g\u00e9n\u00e9ralement compris entre 85 et 921 TP3T pour les fluides propres et entre 92 et 961 TP3T pour les fluides contenant du sable. Des rapports plus \u00e9lev\u00e9s sont n\u00e9cessaires pour maintenir la vitesse annulaire en dessous de 2,5 m\/s et \u00e9viter toute d\u00e9faillance due aux vibrations.<\/p>\n\n\n\n<p><strong>Quelle est la vitesse \u00e0 partir de laquelle l'\u00e9rosion se produit dans les canalisations, selon la norme ASME B31.4 ?<\/strong><br>L'\u00e9rosion devient significative \u00e0 partir de 3,0 m\/s pour les liquides purs et \u00e0 partir de 1,8 m\/s pour les liquides dont la teneur en sable est sup\u00e9rieure \u00e0 50 ppm. La norme recommande de maintenir les vitesses annulaires inf\u00e9rieures \u00e0 2,5 m\/s lors des op\u00e9rations d'arr\u00eat pour un service avec des fluides purs.<\/p>\n\n\n\n<p><strong>Peut-on proc\u00e9der \u00e0 un arr\u00eat de ligne sans d\u00e9rivation ?<\/strong><br>Non, lorsque les vitesses dans la conduite principale sont sup\u00e9rieures \u00e0 1,5 m\/s. En l\u2019absence de d\u00e9rivation du flux, la vitesse dans l\u2019espace annulaire d\u00e9passera les limites de s\u00e9curit\u00e9, ce qui entra\u00eenera un affouillement, des vibrations et une rupture quasi certaine de la vanne d\u2019arr\u00eat. La mise en place d\u2019une d\u00e9rivation est obligatoire selon la norme ASME B31.4 pour toute vanne d\u2019arr\u00eat de conduite o\u00f9 V_main d\u00e9passe 1,5 \u00d7 V_allow.<\/p>\n\n\n\n<p><strong>Dans quelle mesure le calcul manuel sous-estime-t-il la vitesse annulaire maximale ?<\/strong><br>Les calculs manuels sous-estiment la vitesse de pointe d'environ 30 \u00e0 40% en raison des effets d'\u00e9coulement excentrique li\u00e9s \u00e0 l'inclinaison de la t\u00eate et aux espaces annulaires non concentriques. La mod\u00e9lisation CFD est recommand\u00e9e pour les arr\u00eats critiques o\u00f9 V_main d\u00e9passe 3,5 m\/s.<\/p>\n\n\n\n<p><strong>Quelle est la cause la plus fr\u00e9quente de d\u00e9faillance au niveau d'un arr\u00eat de ligne en \u00ab piggyback \u00bb ?<\/strong><br>Contournement sous-dimensionn\u00e9 en raison de l'utilisation d'une vitesse admissible V_allow (2,5 m\/s) pr\u00e9vue pour des fluides propres, alors que les fluides charg\u00e9s de sable n\u00e9cessitent une vitesse de 1,8 m\/s.\u00a0Il en r\u00e9sulte un d\u00e9ficit de d\u00e9rivation de 7\u201310%, ce qui fait passer la vitesse annulaire \u00e0 3,5\u20134,5 m\/s et provoque une usure rapide de la barre.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-key-takeaways-for-engineers\">Points cl\u00e9s \u00e0 retenir pour les ing\u00e9nieurs<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Maintenir V_gap \u2264 2,5 m\/s<\/strong>\u00a0pour les liquides purs, \u2264 1,8 m\/s pour les fluides contenant du sable<\/li>\n\n\n\n<li><strong>Ratio de d\u00e9rivation cible \u2265 90%<\/strong>\u00a0for any piggyback stop with V_main > 3 m\/s<\/li>\n\n\n\n<li><strong>Always validate actual bypass flow<\/strong>\u00a0with clamp-on ultrasonic meters\u2014calculated values are often 15\u201328% too high<\/li>\n\n\n\n<li><strong>Use staged descent<\/strong>\u00a0(30\/70\/100%) to reduce peak velocity spikes by 34%<\/li>\n\n\n\n<li><strong>Set vibration alarm at 0.8 mm RMS<\/strong>\u00a0\u2013 this catches vortex-induced resonance before bar damage occurs<\/li>\n\n\n\n<li><strong>Manual calculations under-predict peak velocity by ~30\u201340%<\/strong>\u00a0\u2013 use CFD for V_main > 3.5 m\/s<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-why-real-time-cfd-hydraulic-modeling-beats-manual-calculations\">Why Real-Time CFD Hydraulic Modeling Beats Manual Calculations<\/h2>\n\n\n\n<p>Manual bypass calculations assume steady-state conditions, constant fluid properties, and perfectly concentric annular gaps. In the field, none of these assumptions hold. During actual piggyback descent, the head tilts by 1 to 3 degrees, creating an eccentric gap with 40% smaller minimum clearance on one side. Local velocities at the tight spot exceed the calculated average by a factor of 2.5\u00d7. Manual calculations cannot predict this effect.<\/p>\n\n\n\n<p>Our validated CFD data across 12 pipeline operators shows that manual calculations under-predict peak annular velocity by an average of 37%, leading to undersized bypass systems. For critical infrastructure\u2014refinery feed lines, crude export mains, or high-value product pipelines\u2014CFD-based bypass design is recommended over manual calculations. Many pipeline maintenance without shutdown projects now require CFD validation as a pre-mobilization condition.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-need-help-with-bypass-design-or-line-stopping\">Need Help with Bypass Design or Line Stopping?<\/h2>\n\n\n\n<p>If your project involves high-velocity pipelines (&gt;3 m\/s) or sand-bearing fluids, our engineering team can provide:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Bypass sizing calculations\u00a0(ASME B31.4 compliant)<\/li>\n\n\n\n<li>CFD-based validation\u00a0for critical operations<\/li>\n\n\n\n<li>Temporary bypass manifold design<\/li>\n\n\n\n<li>On-site technical support\u00a0for hot tapping and line stopping<\/li>\n<\/ul>\n\n\n\n<p><strong>Contact us to review your operating conditions and receive a validated bypass design.<\/strong><\/p>","protected":false},"excerpt":{"rendered":"<p>Piggyback line stopping requires diverting 85\u201395% of total flow through a bypass to keep annular velocity below 2.5 m\/s. The required bypass flow is calculated using Q_bypass = Q_total \u2212 (V_allow \u00d7 A_gap). If bypass is undersized, annular velocity can exceed 4\u201310 m\/s, causing severe vibration and rapid stopping bar failure. Quick Calculation Box Bypass [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":5800,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_surecart_dashboard_logo_width":"180px","_surecart_dashboard_show_logo":true,"_surecart_dashboard_navigation_orders":true,"_surecart_dashboard_navigation_invoices":true,"_surecart_dashboard_navigation_subscriptions":true,"_surecart_dashboard_navigation_downloads":true,"_surecart_dashboard_navigation_billing":true,"_surecart_dashboard_navigation_account":true,"_uag_custom_page_level_css":"","site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"set","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[340],"tags":[933,934,936,935,932,937],"class_list":["post-5799","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-blog","tag-allowable-annular-velocity","tag-high-velocity-scour-prevention","tag-line-stopping-bypass-calculation-asme-b31-4","tag-piggyback-line-stopping-bypass-ratio","tag-stopping-bar-fatigue-failure","tag-temporary-bypass-pipeline-design"],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v24.5 (Yoast SEO v28.1) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>Line Stopping Bypass Calculation (ASME B31.4): Prevent Scour<\/title>\n<meta name=\"description\" content=\"Line stopping bypass calculation under ASME B31.4. 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