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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
1 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For Authorized
Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
CONTENTS
Section Page
SCOPE
............................................................................................................................................................
4
REFERENCES
................................................................................................................................................
4DESIGN
PRACTICES.............................................................................................................................
4INTERNATIONAL
PRACTICES..............................................................................................................
4OTHER
REFERENCES..........................................................................................................................
4DEFINITIONS
.........................................................................................................................................
4
INTRODUCTION
.............................................................................................................................................
4GENERAL...............................................................................................................................................
4PRODUCT
SERVICE..............................................................................................................................
5HOSES
...................................................................................................................................................
5
Rubber
Hose........................................................................................................................................
5Composite
Hose...................................................................................................................................
5Metallic Hose
.......................................................................................................................................
6
HOSE SYSTEM SELECTION
.........................................................................................................................
6HOSE VS. LOADING
ARM.....................................................................................................................
6HANDLING EQUIPMENT
.......................................................................................................................
8
Mast and
Boom....................................................................................................................................
8Hydraulic Telescoping Crane
...............................................................................................................
8Gantry
Rig............................................................................................................................................
8Half Metal Half Hose
.........................................................................................................................
8
HOSE SELECTION
.........................................................................................................................................
8GENERAL...............................................................................................................................................
8SERVICE REQUIREMENTS
..................................................................................................................
9
Operating
Parameters..........................................................................................................................
9Product...............................................................................................................................................
10Aromatics / MTBE
..............................................................................................................................
10Electrical
Continuity............................................................................................................................
10Vacuum..............................................................................................................................................
11Bend Radius
......................................................................................................................................
11
PRESSURE
RATING............................................................................................................................
11Rated Working Pressure
....................................................................................................................
11Burst Test Pressure
...........................................................................................................................
12
FLUID FLOW
........................................................................................................................................
12Flow
Rate...........................................................................................................................................
12Pressure Losses
................................................................................................................................
12
DIAMETER
...........................................................................................................................................
13
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DESIGN PRACTICES MARINE TERMINALSection
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2 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
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EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
CONTENTS (Cont)Section Page
LENGTH................................................................................................................................................13Operating
Envelope
...........................................................................................................................13Crane
/ Derrick
Reach........................................................................................................................15
LIFE EXPECTANCY
.............................................................................................................................15Nominal
Retirement Age
....................................................................................................................16Maximum
Retirement
Age..................................................................................................................16
END-FITTINGS..............................................................................................................................................17HOSE
END-FITTINGS..........................................................................................................................17
Built-in Nipples
...................................................................................................................................17Swaged
Couplings
.............................................................................................................................17
FLANGES
.............................................................................................................................................17Bolting
................................................................................................................................................17Gaskets
..............................................................................................................................................17Couplers.............................................................................................................................................18
ELECTRICAL INSULATION
.........................................................................................................................18
PROTOTYPE TESTING
................................................................................................................................18APPROVAL
TESTS
..............................................................................................................................18CERTIFICATION...................................................................................................................................18
PRODUCTION TESTING
..............................................................................................................................18APPROVAL
TESTS
..............................................................................................................................19TEST
CERTIFICATES
..........................................................................................................................19
PURCHASING...............................................................................................................................................19MARKING
.............................................................................................................................................19PREPARATION
FOR SHIPMENT
........................................................................................................19STORAGE.............................................................................................................................................19
HOSE
HANDLING.........................................................................................................................................21
ROUTINE INSPECTION AND TESTING
......................................................................................................21
APPENDIX A TERMS AND DEFINITIONS
................................................................................................34DEFINITIONS
WITH RESPECT TO DOCK
HOSES.............................................................................34DEFINITIONS
ON PRESSURE
RATINGS............................................................................................38
APPENDIX B LIQUEFIED HYDROCARBON GAS (LHG) MARINE CARGO
TRANSFERFIRE / EXPLOSION RISK ASSESSMENTS
.................................................................................................41
LIQUEFIED HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE /
EXPLOSIONRISK ASSESSMENT PROCEDURE
....................................................................................................43LIQUEFIED
HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE / EXPLOSIONRISK
ASSESSMENT SCENARIOS / CASES
.......................................................................................44
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
3 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For Authorized
Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
CONTENTS (Cont)
Section Page
TABLESTable 1 Cargo Transfer Equipment Alternatives
..............................................................................
7Table 2 Hose Selection Parameters
................................................................................................
9Table 3 Vessel Drift and Surge Allowances
...................................................................................
14Table 4 Operating Envelope Governing
Conditions.......................................................................
14Table 5 Data Requirements For Operating Envelope
....................................................................
14Table 6 Hose Retirement Criteria
..................................................................................................
15Table 7 Dock
Service.....................................................................................................................
16Table 8 Tower-Supported Service
.................................................................................................
16Table 9 Data Sheet For Purchasing Hose
.....................................................................................
20
FIGURESFigure 1 Rubber Hose
Construction................................................................................................
22Figure 2 Composite Hose Construction
..........................................................................................
22Figure 3 Mast and Boom Hose Handling System
...........................................................................
23Figure 4 Gantry Rig Hose Handling System
...................................................................................
24Figure 5 Half Metal Half Hose Handling System
..........................................................................
25Figure 6 Operating Envelope
..........................................................................................................
26Figure 7 Operating Envelope Governing
Conditions.......................................................................
27Figure 8 Example Problem Operating Conditions
...........................................................................
28Figure 9 Example Problem Operating Envelope
.............................................................................
29Figure 10 Hose Built-in Nipple (BIN)
.................................................................................................
30Figure 11 Hose Swaged
Fitting.........................................................................................................
30Figure 12 Hose Arrangement with Insulating Flange
........................................................................
31Figure 13 Insulating
Flanges.............................................................................................................
31Figure 14 Hose Handling
Examples..................................................................................................
32Figure 15 Hose Coupler
....................................................................................................................
33Figure A-1 Schematic Illustration on Relationship of Pressure
Definitions ......................................... 40Figure B-1
LHG Weight in Cargo Transfer Equipment LHG Weight Based on Volume
of Contents... 47
Revision Memo
12/99 Original Issue of Design Practice XXXI-G
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
4 of 47CARGO TRANSFER EQUIPMENT
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EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
SCOPEThis practice covers cargo transfer hoses for the loading
and discharge of ships and barges at conventional marine pier
(dock)and sea islands facilities. Information is provided for
definition of the cargo transfer system, and specifically for
defining hosetype and performance requirements. As selection of
hose systems require knowledge on the use of hoses, pertinent
informationis provided on hose purchasing, storage, use, and
testing. Although some information is provided on operational
aspects, thedocument is not intended to cover ongoing inspection
and maintenance of hoses and ancillary equipment.This section of
the Design Practice is not intended for Offshore Hoses (floating
and submarine), which are covered in SectionXXXI-H. Hoses used for
truck or rail car cargo transfer are not covered by this
practice.
REFERENCESDESIGN PRACTICESXXIII Product Loading SystemsXXXI-F
Cargo Transfer Equipment Loading ArmsXXXI-H Cargo Transfer
Equipment Offshore HosesXXXI-J Ship-to-Shore Electrical
IsolationXXXI-I Safety Considerations for the Design of Marine
Terminals
INTERNATIONAL PRACTICESIP 3-11-1, Marine Cargo Transfer HoseIP
3-11-2, Marine Loading Arms
OTHER REFERENCES1. International Safety Guide for Oil Tankers
and Terminals (ISGOTT), International Chamber of Shipping, Oil
Companies
International Marine Forum, International Association of Ports
and Harbors, Fourth Edition, 1996.2. Rubber Hose Assemblies For Oil
Suction And Discharge Services Specification For The Assemblies,
European Standard
EN-1765, 1997.3. Rubber Hose Assemblies For Oil Suction And
Discharge Service, Part 2 Recommendations For Storage, Testing And
Use,
British Standards Institute BS-1435: Part 2, 1990.4. Rubber
Hoses And Hose Assemblies, Part 1: On-Shore Oil Suction And
Discharge Specification, International Standard ISO
1823-1, 1997.5. Rubber Hose for Oil Suction and Discharge
Specification, Rubber Manufacturers Association, IP-8, 1996.6.
Purchase Specification and Inspection Guidelines for Marine Cargo
Transfer Hose, ER&E Report No. EE.76E.927. Dock Hose Technology
& Practice Training Video, ER&E Report No. EE.40E.94.8.
Marine Terminal Inspection and Maintenance Guide, ER&E Report
No. EE.132E.95, (Technical Manual TMEE 066).9. Updated Guidelines
for Prevention of Electrostatic Ignitions, ER&E Report No.
EE.2M.98.10. Flexible Metallic Hose Assemblies, Part 1
Specification For Corrugated Hose Assemblies, British Standards
Institute, BS-
6501: Part 1, 1991.11. LHG Marine Cargo Transfer Fire/Explosion
Risk Assessment Procedure, ER&E Memorandum 93-CMS2-010, January
13,
1993.
DEFINITIONSDefinitions are provided in Appendix A and due to the
importance of hose pressure ratings, this appendix provides a
separatelisting of hose pressure nomenclature.
INTRODUCTIONGENERALHose systems are the most common and basic
cargo transfer system for connecting pier piping to tankers and
barges for loadingor discharge of crude oils and petroleum
products. Cargo transfer systems comprised entirely of flexible
hoses often provide thelowest cost facility with the greatest
flexibility in accommodating marine vessels. Hose systems can range
from a simple singlehose string handled by a pier crane (or ship's
boom) to more complex systems comprised of multiple hose strings
supported andmaneuvered from shore towers or gantries. Hoses can
also be used in conjunction with swivels and piping to form a
half-metaland half-hose system, sometimes referred to as
"flow-boom".
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
5 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For Authorized
Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
INTRODUCTION (Cont)PRODUCT SERVICEHose design practices are
applicable for the transfer of the following product services:
Crude Oil and Petroleum Products at temperatures ranging from 20F
(29C) to 180F (80C) for rubber hoses and 140F
(60C) for composite hoses. Hot Asphalt and Sulfur at
temperatures ranging from 20F (29C) to 350F (175C) for rubber
hoses. Non-Refrigerated LPG Liquid or Vapor at temperatures ranging
from 20F (29C) to 115F (45C). Vapor Recovery (excluding LPG Vapor)
at temperatures ranging from 20F (29C) to 140F (60C).Hoses are not
to be used for refrigerated LPG or LNG. These products are to be
handled by marine loading arms per SectionXXXI-F.
HOSESThe two main type of hose construction used at conventional
(dock) marine piers and sea islands are referred to as Rubberhoses
and Composite hoses. Rubber hoses are the conventional Oil Suction
and Discharge (OS&D) hose used at petroleumterminals, while
Composite hoses provide a lighter weight construction.A third type
of hose is of metallic (stainless steel) construction that is also
of relatively light weight. Metallic hoses may be usedat some
marine terminals for specialty products, such as hot asphalt,
special chemical products, or jumper hose in liquefied gasloading
arms. Although many aspects of designing hose systems would apply
to metallic hose, their use is unique and is notspecifically
covered by this design practice.
Rubber Hose
Standard rubber hose (OS&D hose) contains a tube or inner
rubber liner and reinforcing components (Figure 1). The tube is
theinnermost part of the rubber hose body and protects the outer
layers and carcass from contact by the product. Depending on
thehose diameter and the products to be handled, the tube is either
one or more rubber cylinders or sheets of rubber which arewrapped
about a mandrel used to construct the hose. An inner steel
reinforcement wire is often placed in the rubber hose to
addstrength and resist delaminating of inner layers. When the tube
is placed over the wire reinforcement or the wire reinforcement
isimbedded in the inner lining, the hose is referred to as a rough
bore hose. When the inner steel reinforcement is not employed,the
hose is referred to as a smooth bore hose.The core or central
component of the hose is referred to as the carcass and provides
the hose strength against internalpressures, longitudinal tension,
and other loads occurring from the handling and support of the
hose. The carcass consists ofvarious combinations of fabric and/or
metal elements such as textile fabrics, wire reinforcement, flat
steel rings, and woven cords.The outermost layer of the hose
construction is called the cover and protects the carcass from
abrasion, wear, and attack fromthe elements and/or chemical action.
When the carcass does not use any wire reinforcement or steel rings
but gains its strengthfrom fabrics or woven cords, the hose is
referred to as a soft-wall rubber hose.Rubber hoses (OS&D) are
cured (vulcanized) in ovens where the various layers are molded
into a continuous hose body. Hoselengths are limited primarily due
to the curing process, which requires ovens of sufficient length to
accommodate the hose.Lengths are available up to 50 ft (15 m), but
more typically are provided in 35 ft (10 m) lengths. Hose diameters
can be providedup to 16 in. (400 mm), but generally are in the
range of 4 in. (100 mm) to 12 in. (300 mm).Flow rates for cargo
transfer are not to exceed 50 ft/sec (15 m/s) for rubber hoses.
This limitation is based on experience wherehigher flow velocities
have been found to damage the interior lining.Rough bore hoses are
to be electrically continuous in that it is not practical to insure
electrical insulation of the internalreinforcement wire.
Smooth-bore and Soft-wall hoses can be manufactured either
electrically continuous or electricallydiscontinuous.End fittings
are typically built-in nipples that are vulcanized into the hose
body; however, swage fittings are becoming morecommon to reduce
cost.
Composite Hose
Composite hose provides a light weight alternative to rubber
(OS&D) hoses. Although not as robust nor having the durability
ofrubber hoses, composite hoses being lighter offer easier handling
and lower initial cost. Composite hose is a tubeless hosemade up of
several layered components between internal and external spiral
wire reinforcement (Figure 2). The hose ismanufactured on a
mandrel, first with the internal wire reinforcement, followed by
several layers of synthetic films (polypropylene,polyester,
synthetic fabrics), with a PVC impregnated cover, and finally the
external spiral wire that lies between the spirals of theinternal
wire. The resulting hose construction has a corrugated
appearance.
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
6 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
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EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
INTRODUCTION (Cont)Recently some manufacturers have been
marketing a cross between composite and rubber hoses by adding a
rubber /vulcanized layer on the exterior of a composite hose. The
additional exterior layer makes the hose somewhat more durable
byproviding protection against external physical damage. However,
this crossbred hose should be considered and evaluated as
acomposite hose.The multiple synthetic film layers provide the
resistance to internal pressures, while the wire reinforcements
hold the hose shapeagainst internal pressure, longitudinal and
other external loads. Since the hose is built up of synthetic
material, composite hosescan be designed for chemical products that
can not be handled with conventional rubber hoses.The composite
hose body can be manufactured in long lengths since it is not
required to vulcanize the hose body. Lengths couldbe up to several
hundred feet, which are then spooled into large rolls. Individual
hoses are then cut to the desired hose lengthand end-fittings
attached. Typical hose lengths are 35 to 50 ft (10 to 15 m) similar
to rubber hoses, but longer lengths areavailable if required. Hose
diameters typically range from 2 in. (50 mm) to 10 in. (250 mm).Due
to the method of construction, having the internal wire exposed to
the product flow and layer of film wraps, the interior of thehose
is susceptible to delaminating. Thus flow rates for composite hoses
are not to exceed 23 ft/sec (7 m/s), nor should the hosebe used for
products having a viscosity exceeding 400 cSt (400 mm2/sec). These
limitations are not well defined due to therelatively limited
experience with composite hoses. There is experience that flow
rates above these levels can cause movementof internal wires,
however some hose manufacturers note flow rates up to 33 ft/sec (10
m/sec) are permitted. However, due tothe corrugated shape of
composite hoses, pressure loss will be significant for flow rates
at these limits.Composite hoses must always be electrically
continuous since the reinforcement wires can not be effectively
insulated from endfittings. End fittings are always swaged
fittings.
Metallic Hose
Metallic hoses are usually stainless steel bellows protected by
one or two sheets of metallic braid. They are designed for
aspecific service such as hot asphalt (bitumen) and being
lightweight are easier to handle than rubber hoses. Due to
inspectiondifficulties, they have not been used at Exxon terminals.
Consequently, design criteria / requirements have not been
established.If metallic hoses are to be used, reference should be
made to BS-6501 Flexible Metallic Hose Assemblies, Part 1
SpecificationFor Corrugated Hose Assemblies.
HOSE SYSTEM SELECTIONHoses are commonly used for cargo transfer
of crude oil and petroleum products. However there is another
alternative, i.e.marine loading arms (Section XXXI-F) which
requires consideration in defining the cargo transfer system for a
particular facility.Selection of the cargo transfer system needs to
first consider minimizing the risk of incidents. Since marine
loading arms aredeemed to be inherently safer, their use should be
considered prior to selection of hoses. Loading arms are considered
morereliable than hoses against catastrophic rupture; have less
potential of wear / deterioration; and have a longer life
expectancy.
HOSE VS. LOADING ARMIn some applications, loading arms are to be
used where hose failure may present an unacceptable risk. Depending
on theperceived risks, marine loading arms may be appropriate for
hot asphalt and sulfur. Hoses are not acceptable for cargo
transferof refrigerated liquefied gas (refrigerated LPG or LNG),
which requires loading arms at Exxon marine terminals. For
pressurizedLPG, hose may be considered provided the maximum spill
size does not exceed 0.55 tons (0.5 metric tons). If cargo
transferpiping can not be adequately isolated to preclude larger
potential spills, then loading arms are required. Appendix B can
beused for guidance on accessing the risk of using hoses for low
volume transfer of pressurized gases.Hose systems offer advantages
that often can not be obtained with loading arms and are thus often
the preferred system. Costconsiderations are a key factor,
particularly for small throughput volumes or where the utilization
of the system is low. Physicalparameters may also dictate use of
hoses; such as movement / flexibility required in connecting to a
vessel manifold. Terminallayout issues could also be a parameter
particularly for an existing facility that is updating / replacing
equipment where space andload carrying capacity of the terminal may
not permit use of loading arms. Vessel parameters may also preclude
use of loadingarms, such as: where multiple a vessel's manifold
connections require the cargo transfer equipment to occasionally
cross overitself; where the vessel manifold cannot support the
marine loading arm; or other vessel constraints that may prevent
use ofmarine loading arms. Finally product quality requirements for
segregation / contamination may require use of numerous
separatesystems which can not be accommodated with loading
arms.Hoses also have physical limitations, further described under
HOSE SELECTION, which require consideration in their selectionfor a
particular service. Primary considerations are limitations on hose
diameters due to hose manufacturing capabilities and flowrate that
can be physically tolerated by the hoses. Hoses are subject to
chafing, crimping / kinking, and damage from beinghandled on dock
facilities; thus the terminal layout / physical configuration may
also influence the cargo transfer system selection.Unless mounted
on fixed hose handling equipment, selection of hoses necessitates
consideration of large deck areas for storagewhen not in use.
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
7 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For Authorized
Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SYSTEM SELECTION (Cont)Depending on the number, size, and
type of hoses; selection of the appropriate hose handling equipment
would be selected asdescribed under HANDLING EQUIPMENT. Choice of
the optimum system for a particular location must consider the
majoroperating conditions which the system must satisfy, and
determine the best trade-off between investment, level of safety,
andoperating / maintenance costs. Table 1 provides a summary of
advantages and disadvantages of the various cargo systemstypically
used at petroleum terminals. The major operating conditions to
consider are: Range of vessel sizes to be accommodated Product
slate / simultaneous service Tidal range Frequency of use Existing
equipment and piping Critical or specialty products handled
TABLE 1CARGO TRANSFER EQUIPMENT ALTERNATIVES
EQUIPMENT TYPE ADVANTAGES DISADVANTAGES
Mast & Boom orHydraulicTelescoping Crane
Requires least initial investment of all systems Suited to low
usage terminals servicing only
small barges
Little control over bend radius, thus may experiencekinking or
crimping damage
Generally limited to 8 in. (200 mm) diameter or smallerhoses,
which may restrict loading rates
Generally only 1 hose (possibly 2) can be hoisted at onetime
Hoses must be tended during transfer operation Maneuvering and
hookup / release procedures are
manpower intensive Sometimes requires assistance from ship's
derrick
Gantry Rig Supplies relatively good support to the hoses Hoses
are permanently rigged, reducing
handling and associated wear or damage
Usually limited to 10 in. (250 mm) diameter or smallerhoses,
which may limit loading rates
Maneuvering and hookup / release procedures aremanpower
intensive
Hoses must be tended during transfer operationMetal /
HoseSystems
Eliminates hose bending / crimping problems Retains most of the
crossover flexibility of all
hose systems Can be designed for up to nominal 12 in.
(300 mm) diameter Swivel joint on outboard end of hose
reduces
time and effort to hookup / release Counterweighted arms
minimize deck space
Systems must be tended during transfer operation Not recommended
for critical products Hose portion requires removal for testing
All Metal Systems Metal construction provides safety
againstrupture
Do not require tending during transferoperations
Requires less manpower for hookup / releaseprocedures
Requires less maintenance Counterweighted arms are easier to
maneuver Counterweighted arms minimize deck space Minimizes risk
of pollution Suitable for all types of products
Initial cost usually higher than other systems May require
crossover manifolding on the pier
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
8 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SYSTEM SELECTION (Cont)HANDLING EQUIPMENTThere are numerous
different types of equipment designed to handle hoses during cargo
transfer operations. The following arethe major types of systems
used by Exxon and a brief description: Mast and Boom Hydraulic
Telescoping Crane Gantry Rig Half-metal Half-Hose System (Flow
Booms)
Mast and Boom
The mast and boom system (Figure 3) involves the minimum capital
investment. This system also provides very little control ofthe
bend radius of the hose and sharp bends and kinking often result.
Eight in. hose is the largest that can be handled efficientlyas the
hose becomes to stiff to manipulate. Loading rates with this type
of system are limited. The mast and boom systemnormally can handle
only one hose at a time. Each hose must be handled separately and
because the boom provides poorsupport for the hose, the ship's
derrick often is used to help support the hose. Manual tending is
required and normally, thehoses are not permanently rigged. This
considerably increases the amount of handling and manpower required
and reduceshose service life.
Hydraulic Telescoping Crane
Another hose handling system uses a standard hydraulic
telescoping crane to maneuver the hoses to the ship for
connections.Usually, hoses are stored by hanging them from a tower
or a structure. The hydraulic crane is then maneuvered to lift the
hosefrom the storage position and to maneuver the hose to the
ship's manifold for a connection. After a connection is made,
thecrane can be used to support the hose during cargo transfer
operations. It is very important with this type of system to use
aproperly designed sling system or "Hose Buns" to make the
connection between the hose and the crane. The use of thin strapsor
improperly sized slings can cause severe damage to the hose by
cutting the outer layers or displacing outer helix wires. Aproperly
designed sling system will spread the lifting load along a greater
surface area of the hose and thus avoids local damageto a
particular section of the hose.
Gantry Rig
A gantry rig consists of a large structure equipped with
winch-powered cables running over pulleys directly to the hose or
to a jibboom or a "U" boom. Gantry systems (Figure 4) reduce the
effort to maneuver hose and provides better support during
cargotransfer operations. Gantries with jib booms can adequately
handle 8 in. diameter hose while gantries with "U" booms are
inservice for up to twelve in. diameter hose. Manual tending is
normally required during operation.
Half Metal Half Hose
One form of half metal half hose systems consists of an inboard
metal pipe leg joined to an outboard hose leg by a metal
swiveljoint or joints (Figure 5). A single or double metal swivel
joint, permitting the required degree of rotation, connects the
inboardpipe leg to a vertical dock riser pipe. The system is
controlled either by an overhead "U" boom or by individual support
cablesleading directly from the arms to hoists mounted on the
tower. A hydraulic crane can be used to supplement the flow
boomsystem to maneuver the outboard hose.
HOSE SELECTIONGENERALHose system design is predicated on meeting
specific terminal throughput requirements which are defined in
developing theMarine Loading System as covered in Offsites Design
Practice Section XXIII-A. Cargo transfer rates, loading
and/ordischarging, that need to be accommodated sets the basis for
several of the service requirements and lead to defining thenumber
of hoses and their size (diameter). In this regard, the cargo
transfer rate needs careful consideration prior to theselection of
hose requirements. Arbitrarily setting the basis equivalent to the
maximum number of products / cargoes to betransferred
simultaneously at the vessel's maximum loading / discharge rate is
usually not the most optimum system.Vessel loading and discharge
rates need to be established considering data on both shore and
vessel capabilities and limitations.Any one of several shore or
vessel factors may limit loading rates. Shore facilities such as
pumps, pipeline size and length,manifolding arrangements, metering
and other equipment may limit loading rates. Likewise loading rates
may be limited byvessel facilities including deck valving /
manifolding, deck / tank piping size and length. Discharge rates
are even more likely tobe limited by the same considerations plus
the limitations of the vessel's pumps and power supply.
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
9 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For Authorized
Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)Therefore the selection of hoses needs not
only consider the physical limitations and service needs as defined
in this section, butmust also be based on throughput requirements,
practical assessment of the overall cargo system requirements, and
economicevaluations of terminal investment versus vessel / shore
operating costs.Selection of a hose type for a particular marine
facility will depend on several factors involving the physical
characteristics of theterminal, hose operating / maintenance
parameters, service needs, and anticipated hose life expectancy. It
is not possible tohave a universally applicable set of criteria for
all applications. This section provides information on the various
criteria in definingthe hose parameters. Table 2 provides a summary
of those parameters which restrict the selection of hose type,
i.e., Rubber orComposite, for size, pressure, product service, and
electrical continuity.
TABLE 2HOSE SELECTION PARAMETERS
HOSE SELECTION
RUBBER HOSE
DesignTemperature
Range(Ambient or
Product)
ViscosityLimitation
MinimumRated
WorkingPressure
(RWP)
MinimumBurst TestPressure
SmoothBore orSoftwall
RoughBore
COMPOSITEHOSE
PERFORMANCECRITERIA
F (C) cSt (mm2/s) psig (kPa) psig (kPa)
XCrude Oil and 20 to + 140
(29 to + 60)< 400 200 (1380) 4 x RWP
X XPetroleum Products 20 to + 180
(29 to + 80)N/A** 200 (1380) 4 x RWP
X XHot Asphalt and Sulfur 20 to + 350
(29 to +175)N/A** 200 (1380) 6 x RWP
X X XLPG Liquid or Vapor(Non-Refrigerated)
20 to + 115(29 to + 45)
N/A** 300 (2070) 5 x RWP
X XVapor Recovery
(excluding LPG Vapor)20 to + 140(29 to + 60)
N/A** 150 (1035) 4 x RWP
PHYSICALLIMITATIONS Flow Rate* Electrical Continuity
End-Fittings
X X X < 23 ft/s (7m/s)X X < 50 ft/s (15 m/s)X X X
ContinuousX DiscontinuousX X Built-in Nipples
X X SwagedFittings
* Flow rate for static accumulator products are to be kept below
23 ft/s (7 m/s) unless prior experience permits rates up to, but
not exceeding,33 ft/s (10 m/s).
** N/A denotes Not Applicable
SERVICE REQUIREMENTS
Operating Parameters
The primary operating issue is handling of the hoses. Where the
elevation differences between the vessel and pier facility
remainsmall even with vessel draft and tidal variations, handling
hoses may be possible only with berth and vessel personnel. In
thesecases the hose may be subject to chafing / wear that requires
a robust hose while at the same time minimizing hose weight
isappropriate to reduce handling efforts. Unfortunately these
factors do not work together. Rubber hoses offer more resistance
tochafing / wear while Composite hoses are significantly lighter
and easier to handle. The only offsetting aspect that helps in
thisselection is to minimize hose diameter to facilitate
handling.
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
10 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)Terminals where a single hose string will
meet the cargo transfer rate, but the elevation differences or hose
diameter dictate ahose that can not be safely handled by personnel
alone, requires use of mast and boom hose system. Even in this
case,however, the hose may be subject to chafing / wear that
requires consideration of a robust hose, while boom lifting
capacity andease of hose connection to the vessel may prompt the
need to minimize hose weight. Thus the same trade-off between
Rubberhoses and Composite hoses needs to be made. With the mast and
boom facility, there is an enhancement that is sometimesapplied to
Composite hoses to provide chafing / wear protection. This amounts
to wrapping the hose with rope to provide aprotective wear
surface.Where several hoses may need to be handled / connected to a
vessel, use of shore hose Handling Equipment is required.These
systems can be used to maneuver / support several hoses
simultaneously to permit multiple hoses to be used in
obtaininghigher throughput and cargo transfer rates. Also where the
variation in height between the vessel and shore due to
tidalvariations and/or vessel height, hose handling equipment will
be dictated in order to safely accommodate the hose weight.
Product
Even within the scope of PRODUCT SERVICE of this design
practice, there are limitations for the various types of hoses.
Rubber hoses can generally accommodate all products, but require
high temperature compounds for hot asphalt or sulfur
service. In vapor recovery service, use of rubber hoses is
generally limited to smooth bore vs. rough bore due to the
easierhandling characteristics.
Composite hoses due to their temperature limitations can not be
used for hot asphalt and sulfur. The construction ofComposite hoses
also prevents this hose being used for viscous products having a
fluid viscosity of 400 cSt (400 mm2/s).Products having a viscosity
exceeding this level can cause the internal wire to be displaced.
In Composite hoses the internalwire is only held in position by
hose corrugated configuration of layers of synthetic films and
external wire compression.Otherwise, composite hoses can be used
for all other products within the scope of this design
practice.
Metallic hose is generally limited to special services such as
hot asphalt / sulfur or specialty chemical products.
Aromatics / MTBE
Hoses, being constructed of rubber and synthetic materials, are
affected by the products they handle. Hose manufacturers
haveadopted materials that are highly resistance to crude oil and
petroleum products, and if advised of the product to beaccommodated
will provide the appropriate liner material meeting industry
standards.The aggressive nature of aromatics and MTBE on rubber /
synthetic liners, however, requires special consideration. Thus
inselecting a hose for service, the percent aromatics or MTBE needs
to be defined to insure the manufacturer selects and uses
theappropriate liner in manufacturing the hose. Aromatic content is
based on the total percent of toluene in the designated
product.Hose material compatibility is tested by using toluene as
the aromatic component.
S Electrical Continuity
Depending on the hose type, the hose may be manufactured as
either electrically continuous or discontinuous.
Electricallycontinuous hoses are those that have little resistance
to electrical current, while electrically discontinuous hoses have
a highelectrical resistance. Electrical resistance is defined by
means of a 500-volt megger or equivalent battery powered
resistancemeter. Electrically continuous hose measured flange to
flange shall have a resistance not exceeding 0.25 ohm/ft (0.75
ohm/m). Electrically discontinuous hose measured flange to flange
shall have a resistance exceeding 750 ohms/ft (2500
ohms/m).Generally hoses are selected to be electrically continuous
to insure the cargo system is grounded, see SHIP-TO-SHOREELECTRICAL
ISOLATION, DP XXXI-J. However, there are situations where
electrically discontinuous hose are appropriate, seeELECTRICAL
INSULATION of this practice.Electrical properties are often
dictated by the manufacturing process, particularly where there are
internal reinforcement wires.Thus there are limitations as the
availability of electrical properties for various hose types:
Rubber hoses
+ Rough bore hoses are only manufactured as electrically
continuous.+ Smooth bore and softwall hoses can be manufactured as
either electrically continuous or electrically discontinuous.
Composite hoses can only be manufactured electrically
continuous. Metallic hoses can only be manufactured electrically
continuous.
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
11 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)
Vacuum
Hoses can be subject to occasional vacuum during cargo transfer,
particularly for vessel discharge when stripping operations
arebeing conducted. This condition can cause internal liner
deterioration such as bulging or separation of internal wraps.
Fluid flow,particularly at high flow rates, can also cause
separation of the inner layers if the adhesion between wraps is
poor. Deteriorationof the liner can affect flow and increase
pressure loss. In the worst case, the liner may fail and cause
complete blockage of thehose bore.To assure quality of the inner
liner, and adequate adhesion to the carcass, a vacuum design
requirement is specified for the hosemanufacturing of rubber
(OS&D) hoses. The design requirement for rubber hoses is 25 in.
Hg ( 85 kPa), which applies to roughbore and smooth bore hoses.
Since softwall rubber hoses would collapse at this pressure, the
vacuum requirement is notapplied.Composite hoses, having an
internal reinforcement wire, would be resistant to vacuum and thus
are not specified nor tested forvacuum conditions.
Bend Radius
Being a flexible system between the shore and vessel, the hoses
must have the ability to bend in response to the changingelevations
of the vessel and to facilitate connections between shore and
vessel. Acceptability of hose bending is measured bythe hose
Minimum Bend Radius Ratio (MBR Ratio). MBR Ratio is the ratio of
the hose bending radius at its maximum allowablebend, referred to
as the Minimum Bend Radius, to the hose nominal diameter.Minimum
Bend Radius is a measure of the smallest radius around which a hose
can be bent without mechanical damage orpermanent deformation. The
radius is measured to the innermost surface of the bent section.The
MBR Ratio = MBR/Hose nominal diameter, both in the same units of
measure.MBR Ratio for hose shall not exceed: 6:1 for Rubber hoses.
Note that softwall hoses would collapse without internal pressure,
and thus are to be tested with an
internal pressure of 50 psi (345 kPa). 4:1 for Composite
hoses.
PRESSURE RATINGTo provide a secure containment of product during
the cargo transfer operations, the individual hoses need to be
designed forpressures that may occur during loading / discharge of
the vessel. This includes not only the expected or normal
operatingpressures, but also must cater to higher pressures that
may be caused by pump shut in or surge pressures if there were
asudden restriction or shutdown of the cargo system.In defining the
design pressure, it is important to have a clear definition of the
pressure ratings since common nomenclature forvessel and shore, as
well as between industry standards may actually have different
meanings as the specific pressurerequirement. Appendix A provides a
listing of pressure designations and their common use
application.The two primary pressure ratings used by Exxon are the
Rated Working Pressure (RWP) and Burst Test Pressure. These
twopressures are used to define hose manufacturing
requirements.
Rated Working Pressure
Rated Working Pressure (RWP) is the maximum operating pressure
at which a hose is designed to be in service. If the cargotransfer
system had a pressure relief valve, the RWP would equal the setting
of the pressure relief valve. If the system does nothave a pressure
relief valve, RWP would equal the maximum pump pressure plus static
head. RWP excludes surge pressures.Minimum values of RWP for dock
hoses in Exxon service shall be: 200 psi (1380 kPa) for all liquid
crude oil and petroleum cargo transfers, either loading-to or
discharging-from any marine
vessel. 300 psi (2070 kPa) for non-refrigerated (pressurized)
LPG liquid or vapor service. 150 psi (1035 kPa) for non-LPG cargo
vapor service.The 150 psi requirement for non-LPG vapor service is
unique in that the normal vapor recovery system pressures are low,
oftenless than 5 psi (35 kPa). However, the vapor hose must have
sufficient reinforcement to withstand the handling
conditionstypically found at marine terminals. Although a lower
pressure rating may be possible, the durability requisite for vapor
hosejustifies the use of the higher RWP rating.
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
12 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)The recent issuance (1998) of European
Standard EN-1765 on dock hoses, and the pending endorsement of this
standard byOCIMF, will affect the Exxon design requirement in
specifying hoses but will not affect the physical requirements for
hoses usedby Exxon. The new hose standard uses "Test" pressure to
define the design / manufacturing requirements. The "Test"
pressurewould nominally be equivalent to 1.5 times RWP.
S Burst Test Pressure
Burst Test Pressure a design / manufacturing requirement as to
the internal hose pressure that the hose must achieve prior tothe
failure of any part of the hose resulting in a leak, rupture,
separation or distortion in any part of the hose body or with its
end-fittings. This requirement provides a safety factor to insure
hose performance over its life even with normal wear
anddeterioration. This pressure must be held for 10 minutes during
PROTOTYPE TESTING for successful completion of thisrequirement. The
hose's actual burst pressure is determined by increasing the
internal pressure until the hose fails.Burst Test Pressure is
defined as a multiple of the hose Rated Working Pressure (RWP).
Minimum Burst Test Pressures fordock hoses in Exxon service shall
be: 4 x RWP for all liquid crude oil and petroleum cargo transfers,
either loading-to or discharging-from any marine vessel,
excluding hot asphalt and sulfur. 6 x RWP for hot asphalt and
sulfur cargo transfer operations. 5 x RWP for non-refrigerated
(pressurized) LPG liquid or vapor service. 4 x RWP for non-LPG
cargo vapor service.The recent issuance (1998) of European Standard
EN-1765 on dock hoses, and the pending endorsement of this standard
byOCIMF, will affect the Exxon design requirements for Burst Test
pressure. The new hose standard uses a factor of 4 on
"Test"pressure to define the requirements for Burst Test Pressure
for the hose design. The use of this requirement would beequivalent
to requiring all hoses be burst tested to 6 x RWP if the equivalent
"Test" pressure is 1.5 times RWP.
FLUID FLOWThe physical construction of hoses, being made of
rubber and synthetic materials, leaves the hose vulnerable to wear
anddeterioration from fluid flow. This is similar to steel
pipelines, but more pronounced, where the abrasive nature of the
fluid causeswear from friction, turbulence and cavitation. Hoses
being used as a flexible conduit also results in changes in
direction of fluidflow that, along with compression / stretching of
the internal hose liner, will aggravate the situation.
Flow Rate
Flow rate is limited to prevent deterioration and failure of
hose liners which can lead to leakage, hose burst failure, or
separationof the inner liner. The latter situation could result in
complete blockage of the fluid flow causing sudden surge pressures
in thecargo transfer system.Flow rates limitations are empirical,
based on past industry experience. Although variations can be
tolerated, most hosemanufacturers limit the service of their hoses
to these established industry practices. Therefore the following
maximum flowrates should be considered in defining a hose system,
unless a specific hose type / manufacturer has been consulted. 50
ft/sec (15 m/sec) for Rubber hoses (rough bore, smooth bore,
softwall). 23 ft/sec (7m/sec) for Composite hoses.
S Hose systems handling "static accumulator" products shall be
designed to limit the maximum flow rate. Petroleum products thatare
static accumulators can generate and hold a static charge. Fluid
flow through piping, especially hose, systems generate astatic
electricity charge as a function of diameter and velocity. This
electrical charge will dissipate (release) after a residence timein
the vessel / shore tank. However, this charge could present a
safety risk if it is of sufficient magnitude and rapidly
dissipatedwhere it could cause an incendiary spark. Experience
indicates that hazardous electrical potentials do not occur if the
velocity isbelow 23 ft/s (7 m/s), and this is a statutory
requirement by some national codes. Where documented experience
indicateshigher velocities have been used safely, the limit of 23
ft/s (7 m/s) may be increased. However for Exxon marine terminals,
themaximum flow rate for static accumulator products shall not
exceed 33 ft/s (10 m/s).
Pressure Losses
Pressure drop due to fluid flow in hoses is treated as if the
system were a pipeline. However due the increase resistance of
thehose internal liner, as well as the hose not being a straight
conduit, the pressure drop will be considerably more than a
pipesection of equal length. As hoses are constructed differently,
both in type and by manufacturer, it is not possible to define
aspecific procedure to calculate pressure drop.
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
13 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)In designing a hose system, the nominal
pressure drop should be considered to have a minimum increase in
pressure drop of20% in comparison with equivalent length of steel
pipe. For Rubber hoses of rough bore construction, this nominal
pressuredrop needs to be increased by another 10% to cover the
additional pressure losses caused by the increase resistance to
flow inthese hoses. For Composite hoses, the pressure losses can be
significantly higher due to the corrugated configuration of
thesehoses. A minimum increase of 5 times the nominal pressure drop
should be considered for these hoses. Where a specific hosewill be
used, the manufacturer can be consulted on the estimated pressure
drop.
DIAMETERDue to the nature of manufacturing, hose diameters
typically vary within a tolerance of +/ 2%. Thus hoses are
usuallyreferenced by their nominal diameter which is specified
within the nearest 2 in. (50 mm). Although the use of nominal
diameterwill not generally affect the hose design, the selection /
purchase of specific hoses should check the manufacturer's specific
hosediameter.Hoses for general conventional pier (dock) service
should not be smaller than 4 in. (100 mm) in diameter. Hoses
smaller thanthis are not suited to connection to most vessel cargo
manifolds, and are easily subject to kinking. For specialty
service, such asbunkering of small marine craft, smaller hoses have
been used if mounted on reels along with provisions to prevent
kinking asthe hose is bent over dock edges. This design practices
and IP 3-11-1 are not applicable for hoses less than 4 in. (100 mm)
indiameter.The maximum hose diameter should also be limited due to
the cost in providing proper lifting equipment as well as the
difficulty inhandling / connecting hoses to the vessel. Rubber
hoses, due to their weigh and difficulty in handling, are generally
limited to12 in. (300 mm). Composite hoses are limited to a maximum
diameter of 10 in. (250 mm). Even though lighter in weight
forhandling, composite hoses have not been found to provide the
robustness / strength necessary for hoses more than 10 in.(250
mm).
LENGTHSelection of the reach of a hose string for a specific
application will depend on the marine terminal's physical
configuration, thevessels to be accommodated, and water height
(tidal and/or river stages) variations. These factors are
considered to define themaximum reach which is required between
shore and vessel while keeping the bending of the hose in excess of
its MinimumBend Radius (MBR) Ratio. Since hoses nominally come in
standard lengths of 30 to 35 ft, or 50 ft (10 m or 15 m), the
definedreach is rounded up to that length made up of nominal hose
lengths.To determine the total reach requirement of the hose
system, an Operating Envelope is typically used to define the
extent ofvariations between the pier manifold and the manifold of
vessels calling at the terminal. With this Operating Envelope,
estimatesare made of the necessary hose reach to match any position
within this envelope.Once the hose length is determined, checks
should also be made to insure the hose-handling crane or boom is
sufficient tofacilitate the handling of the hose from any position
in the operating envelope. Guidance on Crane / Derrick Reach is
providedin this section.
Operating Envelope
The operating envelope is the volume in space which contains all
the expected vessel manifold positions during the cargotransfer
including allowance for tidal changes, vessel drift off the pier,
surge along the pier, and the range of vessel manifoldlocations. It
is actually made up of two separate envelopes, the Working
Envelope", and the Drift Envelope" as shown inFigure 6.The working
envelope contains the space which includes all the possible
positions that the ship's manifold might reach duringnormal
operations and must account for variability in the position of
manifolds on the decks for the entire range of vessels callingat
the terminal, as well as the range of vessel elevations due to
changes in draft from loading or unloading or changes in tide
orriver stages.The drift envelope is an additional allowance to
account for abnormal movement of the ship in the berth, usually
caused byenvironmental forces acting on the vessel. For new sites,
the allowances given in Table 3 and shown in Figure 6 should
beused. At existing sites, these allowances are normally based on
the terminal's experience and is consistent with that used for
theexisting systems, provided the allowances are at least equal to
those which would be specified for a new site.
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
14 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)
TABLE 3VESSEL DRIFT AND SURGE ALLOWANCES
A Drift Movement perpendicular to berth (normally caused by
wind,passing ship effects, or a combination of the two).
10 ft (3 m)
B Surge Movement along the berth in either a forward or astern
direction(normally caused by current or a combination of current
and wind).
10 ft (3 m)
The Operating Envelope is developed considering the vessel's
manifold will be correctly centered (spotted) on the pier
hosesystem. If multiple hoses will be connected, they are generally
centered on the vessel's manifolds in that shore manifolds
havenominally the same spacing as vessel manifolds. The Drift
Envelope is considered to adequately account for variations in
vesselmanifold spacing and spotting offsets. However additional
hose system length may be appropriate to cater to specific /
uniquesituations. The governing conditions for the operating
envelope parameters are shown schematically in Figure 7 and listed
inTable 4.
TABLE 4OPERATING ENVELOPE GOVERNING CONDITIONS
Left Edge Maximum Vessel Stern Surge AllowanceBottom Smallest
Vessel, Fully Loaded, at Lowest Low TideTop Largest Vessel, Fully
Light, at Highest High TideInside Edge Smallest Manifold
SetbackOutside Edge Largest Manifold Setback plus Maximum Vessel
Drift AllowanceRight Edge Maximum Vessel Forward Surge
Allowance
Table 5 can be used to collect the required data to develop the
Operating Envelope. Some of this data can be generated fromthe
Marine Engineering Section's Vessel Log" computer program; other
information must be supplied by the affiliate specific forthe pier
facility.
TABLE 5DATA REQUIREMENTS FOR OPERATING ENVELOPE
Berth Data Required
Elevation of Pier DeckDistance from Pier Manifold to Fender
Face
Environmental Data Required
Highest High Water ElevationLowest Low Water Elevation
Ship Data Required Minimum Ship Maximum Ship
Ship Size (DWT)
Fully Light FreeboardMinimum Manifold SetbackMinimum Manifold
Height Above Deck
Fully Loaded FreeboardMaximum Manifold SetbackMaximum Manifold
Height Above Deck
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
15 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)Data Provided for Operating EnvelopeAn
example on developing the Operating Envelope is provided in Figure
8 with the resulting envelope illustrated in Figure 9.Data
requirements for a range of vessels is presented as would have been
collected using Table 5. This data is schematicallypresented in
Figure 8 and illustrates how the vessel cargo manifold positions
are obtained. Figure 9 illustrates the OperatingEnvelope that
results from the example problem using the vessel governing
conditions for vertical elevations (Figure 8) and thevessel drift
and surge allowances defined in Table 3.ReachUsing the Operating
Envelope, the total hose string length requirement is defined by
the maximum length required to reach allpositions within the
envelope. This is nominally done by schematically sketching the
position the hose would take reaching theedges of the operating
envelope with allowance for bending of the hose. In developing the
sketch, hose bending must maintain aMBR greater than that for the
hose type selected. The hose length is then measured along the
sketched position, with themaximum length defining the reach
requirement.
Crane / Derrick Reach
Since the hose handling equipment is used to support the hose in
connecting and disconnecting from the vessel, the crane /derrick
must have the capability to match the hose configuration anywhere
in the operating envelope. In addition the crane /derrick equipment
needs to have additional reach / extension to facilitate hose
lifting / positioning to the vessel manifold as wellas possibly
extending over other restraints, such as the vessel's railing. If
hose storage is on a hose tower or gantry, it will alsobe necessary
for the crane / derrick to reach to and above these facilities.For
general guidance, the crane / derrick reach should have a reach /
extension of 5 ft (1.5 m) beyond the defined area ofoperation,
i.e., the operating envelope and/or hose gantry or tower reach
requirements.
LIFE EXPECTANCYWhen properly used and maintained, hoses will
provide a secure and dependable system for cargo transfer. However
hoses willdeteriorate from both handling and cargo flow. Therefore
in comparing hose systems to marine loading arms, consideration
mustbe given to the cycle on hose replacements. Nominally the hoses
should provide reliable service to their retirement age, afterwhich
they are to be removed from service and replaced with new
hoses.Hose retirement age criteria is presented in Table 6 and
should be used in defining new hose systems unless specific
affiliateexperience justifies amended retirement criteria. The
criteria define a nominal hose retirement age and a maximum
retirementage.
TABLE 6HOSE RETIREMENT CRITERIA
HOSE RETIREMENT AGE (YEARS)(1)SERVICE
RUBBER (SMOOTH BORE) RUBBER (ROUGH BORE) COMPOSITE
Oil & petroleum products 6 6 4Hot asphalt & sulfur 2
2LPG liquid or vapor(non-refrigerated)
3 3 2
Vapor recovery(excl. LPG vapor)
7 5
MAXIMUM AGE(2) 12 12 8
Notes:(1) Adjust recommended Retirement Age (Years), up to
Maximum Age, according to Hose Duty Classifications of Tables 7 and
8
as follows:(i) Medium duty (M): no adjustment(ii) Light duty
(L): + 50%(iii) extra Light duty (XL): + 75%(iv) heavy duty (H):
50%(v) extra Heavy duty (XH): 75%
(2) Maximum Age is based on age from date of hose
manufacture.
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DESIGN PRACTICES MARINE TERMINALSection
XXXI-GPage
16 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE SELECTION (Cont)
Nominal Retirement Age
The nominal retirement ages range from 2 years to 7 years.
However the nominal retirement age values of Table 6 may beadjusted
for the following operating factors that have been assessed to
influence retirement age: hose pumping hours fluid flow rate
handling proceduresIncreased pumping hours or flow rates will
reduce hose retirement age. Handling of hoses on the pier deck
without permanentsupport from a hose tower / gantry will also
reduce hose retirement age (Table 7). Hose permanently mounted on a
hose tower /gantry are deemed to have less risk of damage or abuse
due to over-bending, impact, or dragging on the pier deck and
fendersystems (Table 8).
TABLE 7DOCK SERVICE
MAX. PUMP TIMEhrs/yr HOSE DUTY CLASSIFICATION
5000 H H XH4000 H H H3000 M H H2000 L M M1000 L L L
Max. Fluid Velocity 23 fps (7 m/s) 40 fps (12 m/s) 50 fps (15
m/s)Notes Rubber &
composite hosetypes
Rubber hosetypes only
Rubber hosetypes only
TABLE 8TOWER-SUPPORTED SERVICE
MAX. PUMP TIMEhrs/yr HOSE DUTY CLASSIFICATION
5000 M H H4000 M H H3000 L M H2000 L M M1000 XL L L
Max. Fluid Velocity 23 fps (7 m/s) 40 fps (12 m/s) 50 fps (15
m/s)Notes Rubber &
composite hosetypes
Rubber hosetypes only
Rubber hosetypes only
Maximum Retirement Age
A maximum retirement age has been set to prevent continue use of
hoses even where they have not been subject to extensiveuse or
abuse. This is because hoses, being manufactured from rubber /
synthetic materials, will degrade naturally due to theenvironment,
particularly ozone and heat. The maximum age is defined as the age
of the hose from its date of manufacture(Table 6).
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
XXXI-GPage
17 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
END-FITTINGSHOSE END-FITTINGSHoses can be manufactured with two
types of end-fittings: Built-in Nipples, or Swaged fittings. The
traditional end-fittingdeveloped with Rubber (OS&D) hoses was
the built-in nipples. Development of the Composite hose, lead to
the swaged fittingwhich has subsequently been applied to Rubber
smooth bore and softwall hoses.The end-fitting would be assembled
with the appropriate flange connection as specified for the
specific use. All materials for theend-fitting should be of Grade B
seamless, black finish, carbon steel conforming to ASTM A106, ASTM
A53, or API 5L.Aluminum is not permitted for dock hose
end-fittings.
Built-in Nipples
Built-in Nipple (BIN) end-fittings (Figure 10) shall be standard
pipe weight for the hose nominal bore. BIN shall have at least
tworaised rings on the exterior where the hose carcass will be
assembled. In the assembly, the rubber hose liner will be placed
overthe BIN with adhesives to provide a positive seal when the hose
is vulcanized (cured). Flanges are generally made up to the
BINprior to the manufacture of the hose. BIN end-fittings are
available only with Rubber hoses.
Swaged Couplings
A swaged coupling (Figure 11) is an external compression fit,
where the hose body is compressed between the steel tailpieceand an
external compression collar (ferrule). The tailpiece will be
serrated / grooved and inserted into the hose, sealant
materialadded, and the external collar fitted over and compressed
onto the tailpiece. The collar (ferrule) shall have a minimum
nominalthickness of 0.25 in. (6.4 mm) for liquid service. For hoses
to be used in vapor service (excluding LPG vapor), the collar
(ferrule)shall have a minimum thickness of 0.18 in. (4.7 mm).To
provide a consistent and acceptable / reliable seal using swaged
fittings, Exxon requires the process be done with ahydraulically
operated compression facility as opposed to a manual fitting,
either screwed or manually (gear) operatedcompression.Swage
fittings shall not exceed 10 in. (250 mm). Swage fittings are
available only for Composite hoses and Rubber smooth boreand
softwall hoses.
FLANGESHose flanges shall be of steel meeting ASME B16.5 Class
150 and flange material shall conform to ASTM A105. Flanges forLPG
service shall be Class 300.Flange attachment to the BIN nipple or
Swaged Fitting tailpiece shall be specified as either weld neck
flange with full penetrationwelds or slip-on flange with double
fillet welds. To facilitate connection to the vessel manifold and
reduce torsion in the hose, useof rotating flanges can be
considered. Flanges should have a raised face (RF) finish unless
specified by the affiliate as flat face(FF).Welding shall be in
accordance with API Standard 1104 and ASME IX. The welders symbol
shall be die stamped on the flangeof every fitting. All welding on
end fittings shall be completed prior to the end fitting being made
up with the hose. Welding ofend-fittings for LPG service shall be
100% radiography inspected.To prevent cross-connection of vapor and
cargo product lines, consideration should be given to the
requirements of API RP1124, which specifies the user of lugged
keying mechanism for the vapor presentation flange and, hence, the
vapor hoseflanges.
Bolting
Bolting of flanges is generally employed for connections to the
pier piping, between individual hose lengths, and to the
vesselcargo manifold. Bolts shall of steel meeting ASTM standards
for the flanges being used.For all flange connections (including
vessel connection), bolting shall be completed with: A single
gasket Proper size bolts for the flange Bolt in every hole Without
short bolting (bolt threads extending beyond bolt)
Gaskets
Every new hose system connection, including opening / closing of
existing connections, shall be made with use of a new
gasket.Requirement for a new gasket applies to hose connections to
a vessel manifold.
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DESIGN PRACTICES MARINE TERMINALSection
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18 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
END FITTINGS (Cont)
Couplers
Couplers are mechanical devices attached-to or used in lieu of
standard flanges to facilitate hose connection to a mating
flange.Couplers are used to eliminate bolting in connection /
disconnection of hoses to enhance efficiency. Use of couplers are
notdeemed to enhance safety nor, although easier to make / break,
do they provide an emergency disconnect feature.Application of
couplers requires specific requirements to insure they provide a
secure connection. These requirements are theunits be manufactured
of steel (similar to flanges), and that the coupling device have a
"locking" feature to prevent the couplingmechanism from loosening
from vibrations or inadvertent disconnection. The locking feature
must be such that unlocking canonly be done by physically
disengaging the lock mechanism. This requires a latch or pin type
device as opposed to a screw orover-cam mechanism.Some couplers
will also come with their own built-in seal face that is acceptable
if it will engage the seal face of the matingflange. In selecting
units with built-in seals, care must be exercised to insure the
coupler and mating flange are of the same size /standard.
S ELECTRICAL INSULATIONInsulation is required in hose strings to
prevent electrical current from passing between the ship and shore.
Although suchcurrent can seriously disrupt the berths cathodic
protection system, the main reason for preventing the flow of this
electricalcurrent is to prevent sparking when the current path is
broken as the hose is connected or disconnected from the
ship.Hydrocarbon vapors are present inside the drained hose, along
with oxygen which enters through the joint as the connection ismade
or broken. Conditions are, therefore, present which can lead to
explosion, and it is very important to ensure that sparkingis not
allowed to occur.Insulation may be achieved by use of an insulating
flange or by the use of one electrically discontinuous hose. An
insulatingflange is preferred for use with static accumulators as
electrically discontinuous hose allows static charge to build up.
It ispossible to use electrically discontinuous hose as the last
length of hose in a string to achieve insulation, but this could
lead toconfusion with the different types of hose being used if it
is not obvious which is which. Using insulating flanges shows
visiblythat the system is insulated. Figure 12 shows an insulating
flange inserted in a hose string. Figure 13 illustrates two types
ofinsulating flanges.
PROTOTYPE TESTINGHose systems shall be made up of hoses whose
performance has been certified through prototype testing of the
specific hosetype. Prototype testing, which includes normal
production type tests and a burst test to failure, shall be made
prior to use of thehose in an Exxon system. The prototype tests can
be waived provided that: Selected hoses to be used are identical in
construction / design of previously prototype tested hoses.
Previously prototype tested hose was within 10 years of date of
order of selected hoses. Certified test data for previously
prototype tested hose is submitted upon request.
APPROVAL TESTSThe manufacturer shall carry out the test as
defined in IP 3-11-1 on each new type and modified design of the
hose using thelargest bore in the manufacturer's range of each hose
type. Approval tests are for the specific manufacturing plant as
well as thehose design. Thus the same hose design manufactured at
another plant would also require prototype testing.The hose subject
to the test shall have a minimum length of 10 ft (3000 mm).
CERTIFICATIONThe test results shall be stated on the prototype
test certificate. Certification of the tests shall be conducted by
Exxon QualityAssurance or a qualified, independent inspection
service. Certifications are considered valid for a period of 10
years, after whichthe prototype test shall be redone even if the
design remains unchanged.
PRODUCTION TESTINGEach hose used in the hose system shall be
subject to tests after its manufacture at the plant and upon
receipt at the terminalsite. The tests are intended to better
detect manufacturing defects prior to acceptance, as well as insure
the hoses have notbeen damaged in transit to the terminal site.
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DOCK HOSESSection
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19 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
PRODUCTION TESTING (Cont)
APPROVAL TESTSTests conducted at the plant, referred to as
Production Tests, shall be as specified in IP 3-11-1. The tests are
non-destructiveand would be conducted annually as a normal
integrity check of the hoses. The same tests, excluding the bend
test, arenormally conducted of each hose when it arrives at the
terminal to insure in has not been damaged in transit and is ready
to beput in service.
TEST CERTIFICATESTest certificates for each hose covering the
production test results shall be provided by the manufacturer. Test
certificates shallclearly identify the specific hose, its marking
details, and serial number and the results of each test defined in
IP 3-11-1. Theaffiliate can elect to have these tests witnessed by
an independent third party or accept the manufacturers quality
assuranceprogram.Welding qualification procedure specification and
records shall also be submitted for each order of hoses.
PURCHASINGThe design / selection of the appropriate hose system
requires that the hose(s) be purchased and provided to meet
specificcriteria defined in the design. IP 3-11-1 provides a
concise summary of manufacturing requirements which can be used
inpurchasing hoses to meet Exxon requirements as defined in this
Design Practice. The International Practice is intended toreduce
the risk of cargo transfer hose failures that are the result of
poor manufacture or improper user specification of hoseservice
conditions.IP 3-11-1 covers composite hoses and all types of rubber
hoses, and thus it is necessary to identify the particular type of
hosebeing purchased. Also definition must be provided on specific
design requirements for hose diameter, length, pressure
rating(RWP), electrical continuity, and end-fittings. A data sheet
for purchasing of hoses, Table 9, has been developed to facilitate
thehose definitions appropriate to selected design of the hose
cargo transfer system. This data sheet is included in IP 3-11-1 for
usein purchasing hoses. It is not intended for offshore hoses nor
hoses used for truck or rail loading.
MARKINGEach hose shall be permanently and legibly marked as
specified in IP 3-11-1. In specific situations, the affiliate may
requestadditional markings that shall be incorporated into the
manufacture of the hose.
PREPARATION FOR SHIPMENTHoses shall be palletized for shipment
whether the hose is laid out straight or coiled / rolled to prevent
damage / abrasion duringshipment. Hoses body shall be adequately
supported to prevent kinking or other deformations. Flanges shall
be protected overthe entire gasket surface with metal, hardboard,
or solid wood flange protectors.
STORAGEIf a new hose will not be placed in service, it should be
placed in storage to protect the hose and extend its service life.
Ideallyhoses should be stored on racks to provide support and keep
the hoses off the ground / floor of the storage area. If racks are
notavailable the hoses should be laid out straight in a relax
manner. Where the hose must be coiled, the radius should not
besmaller than twice the hose MBR.The storage should preferably be
a dark, cool, and well ventilated area. Protection from the sun is
a primary consideration toavoid ultraviolet light damage as well as
heat. Cool temperatures are preferably for storage of hose, but
should be less than100F (38C). Hose should be kept on a dry surface
avoiding any oil or other liquids.
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DESIGN PRACTICES MARINE TERMINALSection
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20 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
PURCHASING (Cont)TABLE 9
DATA SHEET FOR PURCHASING HOSEHose Description (specified by
Purchaser)
Purchaser:_____________________________________________Project
Title: ________________________________________Terminal /
Vessel:_____________________________________Berth /
Pier:__________________________________________Service:
___________________________________________Operation: Berth Hose
Tower Floating
Barge Ship Lightering
Manufacturer: _________________________________________Hose
Type: Rubber - Smooth Bore Softwall
Rubber - Rough Bore CompositeHose Diameter, in. (mm):
________________________________Hose Length, in. (mm):
_________________________________Order / Purchase Record
No.:______________________________Order / Purchase Record
Date:_____________________________
Design Data (specified by Purchaser)Product(s):
_________________________________________Aromatics (%):
______________________________________Other Component (specify):
____________________________Rated Working Pressure, psi (kPa):
_____________________Electrical Continuity: Continuous
DiscontinuousMarking Requirements a):
______________________________ b):
______________________________
Performance Requirements per 1.1 and 4.1 unless noted
below:Temp. Range, F (C): __________________________________Rated
Burst Pressure, psi (kPa): __________________________Vacuum Rating,
in. Hg (kPa): ____________________________Max. Flow Velocity, fps
(m/s): ____________________________Min. Bend Radius, in. (mm):
______________________________
Manufacturers DataHose Model:
________________________________________Date Manufactured:
__________________________________Location Manufactured:
_______________________________Design Standard /
Type:________________________________Hose Serial No.:
_____________________________________Prototype Min. Burst, psi
(kPa): ________________________
Min. Bend Radius in. (mm): _______________________________Hose
Weight, lb/ft (kg/m): _______________________________Bore Diameter,
in. (mm): ________________________________Temp. Range, F (C):
__________________________________Certification By:
_______________________________________Certification Date:
______________________________________
Construction/Material Specification (or attach detailed
drawing)
Rubber Hose Composite Hose
a) Liner Material &
Thickness:_________________________________________________
b) Reinforcement Material & No.
Layers:_________________________________________________
c) Wire Diameter & Tensile Strength:i) Body Wire:
___________________________________ii) Internal Wire (Rough
Bore):________________________
d) Cover Material &
Thickness:_________________________________________________
e) End Fitting: Built-in Nipple Swaged
a) Tube Material & No.
Layers:_________________________________________________
b) Barrier Layer Material & No.
Layers:_________________________________________________
c) Reinforcement Material & No.
Layers:_________________________________________________
d) Wire Diameter & Tensile Strength:i) Internal Helix:
________________________________ii) External Helix:
________________________________
e) Cover Material &
Thickness:_________________________________________________
Flanges (specified by Purchaser)
a) Rating: 150 ANSI 300 ANSIb) Type / Attachment: Raised Face
Flat Face Weld Neck Slip-on
Manufacturers Test DataTest Pressure Po = 10 psi (70 kPa) Pt =
150% RWP = Pp = 10 psi (70 kPa)Length Lo = Lt = Lp =Elongation (%)
Et = Ep =Allowable Elong. (%)
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
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21 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
HOSE HANDLINGHose handling considerations should be reviewed
during the development of the hose system. These aspects will
insure thehoses will perform properly and provide a secure cargo
transfer system.For application of handling equipment, the
individual hoses should be provided with adequate support via hose
straps or hosesaddles. Where hose straps are used from a single
support, two straps should always be provided and arranged to have
anangle between the straps of approximately 30.Where the hose will
be laid across the terminal and ship, support may need to be
provided to avoid excessive bends or possiblecontact with sharp
edges. If possible avoid having the hose touch the pier or vessel
deck during cargo transfer. Placement ofdollies or pads under the
hose will help prevent chafing against the pier and vessel
decks.Avoid designs where the hose may droop between the vessel and
pier. Similarly hot surfaces, such as steam pipes, need to
beavoided in planning the hose system.Schematic diagrams
illustrating appropriate hose handling arrangements and those which
should be avoided are illustrated inFigure 14.
ROUTINE INSPECTION AND TESTINGProvisions for routine and ongoing
inspection and testing of hoses needs to be considered in the
design of the hose system.Since hoses are subject to damage / wear
/ aging, they will need to be inspected and replaced on a regular
basis. The facilitydesign should permit the hose to be visually
examined for damage prior to each use in cargo transfer service.
The hose systemdesign must also consider the hoses require annual
pressure testing and inspection, which will require the hoses be
removedfrom any handling equipment and placed on the pier deck.
Hose replacement, due to damage / wear / age, will also
necessitatethe hose system be designed to facilitate the ease of
hose replacement.Specific guidance on routine inspection and
testing of the hose system is covered in EE.132E.95, Marine
Terminal Inspectionand Maintenance Guide (TMEE 066).
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DESIGN PRACTICES MARINE TERMINALSection
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22 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
FIGURE 1RUBBER HOSE CONSTRUCTION
DP31Gf01
Liner (tube)
Carcass
Cover
FIGURE 2COMPOSITE HOSE CONSTRUCTION
EXTERNAL COVER Abrasion and Ozone Resistant
EXTERNAL WIRE Protrudes Above Cover Lies Between Internal
Wire
INTERNAL WIRE Lining Placed Over Wire Lies Between External
Wire
LINING Synthetic Reinforcement Fabric
LAYERSMultiple Layers of Synthetic Film 42 in. wide
Polypropylene Fabric (0.025 in. thick)
DP31Gf02
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
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23 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
FIGURE 3MAST AND BOOM HOSE HANDLING SYSTEM
DP31Gf03
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DESIGN PRACTICES MARINE TERMINALSection
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24 of 47CARGO TRANSFER EQUIPMENT
DOCK HOSESDate
December, 1999 PROPRIETARY INFORMATION - For Authorized Company
Use Only
EXXONENGINEERING
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
FIGURE 4GANTRY RIG HOSE HANDLING SYSTEM
DP31Gf04
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MARINE TERMINAL DESIGN PRACTICESCARGO TRANSFER EQUIPMENT
DOCK HOSESSection
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25 of 47EXXONENGINEERING PROPRIETARY INFORMATION - For
Authorized Company Use Only
DateDecember, 1999
EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.
FIGURE 5HALF METAL HALF HOSE HANDLING SYSTEM
Hose OperatingEnvelope
DP31Gf05
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26 of 47CARGO TRANSFER EQUIPMENT