DP31G.pdf

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 1 of 47 Date December, 1999

CONTENTS Section

Page

SCOPE ............................................................................................................................................................ 4 REFERENCES ................................................................................................................................................ 4 DESIGN PRACTICES............................................................................................................................. 4 INTERNATIONAL PRACTICES.............................................................................................................. 4 OTHER REFERENCES .......................................................................................................................... 4 DEFINITIONS ......................................................................................................................................... 4 INTRODUCTION ............................................................................................................................................. 4 GENERAL............................................................................................................................................... 4 PRODUCT SERVICE.............................................................................................................................. 5 HOSES ................................................................................................................................................... 5 Rubber Hose........................................................................................................................................ 5 Composite Hose................................................................................................................................... 5 Metallic Hose ....................................................................................................................................... 6 HOSE SYSTEM SELECTION ......................................................................................................................... 6 HOSE VS. LOADING ARM ..................................................................................................................... 6 HANDLING EQUIPMENT ....................................................................................................................... 8 Mast and Boom .................................................................................................................................... 8 Hydraulic Telescoping Crane ............................................................................................................... 8 Gantry Rig............................................................................................................................................ 8 Half Metal – Half Hose ......................................................................................................................... 8 HOSE SELECTION......................................................................................................................................... 8 GENERAL............................................................................................................................................... 8 SERVICE REQUIREMENTS .................................................................................................................. 9 Operating Parameters.......................................................................................................................... 9 Product............................................................................................................................................... 10 Aromatics / MTBE .............................................................................................................................. 10 Electrical Continuity............................................................................................................................ 10 Vacuum.............................................................................................................................................. 11 Bend Radius ...................................................................................................................................... 11 PRESSURE RATING............................................................................................................................ 11 Rated Working Pressure .................................................................................................................... 11 Burst Test Pressure ........................................................................................................................... 12 FLUID FLOW ........................................................................................................................................ 12 Flow Rate........................................................................................................................................... 12 Pressure Losses ................................................................................................................................ 12 DIAMETER ........................................................................................................................................... 13

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 2 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

CONTENTS (Cont) Section

Page

LENGTH................................................................................................................................................ 13 Operating Envelope ........................................................................................................................... 13 Crane / Derrick Reach........................................................................................................................ 15 LIFE EXPECTANCY ............................................................................................................................. 15 Nominal Retirement Age .................................................................................................................... 16 Maximum Retirement Age.................................................................................................................. 16 END-FITTINGS.............................................................................................................................................. 17 HOSE END-FITTINGS .......................................................................................................................... 17 Built-in Nipples ................................................................................................................................... 17 Swaged Couplings ............................................................................................................................. 17 FLANGES ............................................................................................................................................. 17 Bolting ................................................................................................................................................ 17 Gaskets .............................................................................................................................................. 17 Couplers............................................................................................................................................. 18 ELECTRICAL INSULATION ......................................................................................................................... 18 PROTOTYPE TESTING ................................................................................................................................ 18 APPROVAL TESTS .............................................................................................................................. 18 CERTIFICATION................................................................................................................................... 18 PRODUCTION TESTING .............................................................................................................................. 18 APPROVAL TESTS .............................................................................................................................. 19 TEST CERTIFICATES .......................................................................................................................... 19 PURCHASING............................................................................................................................................... 19 MARKING ............................................................................................................................................. 19 PREPARATION FOR SHIPMENT ........................................................................................................ 19 STORAGE............................................................................................................................................. 19 HOSE HANDLING......................................................................................................................................... 21 ROUTINE INSPECTION AND TESTING ...................................................................................................... 21 APPENDIX A – TERMS AND DEFINITIONS ................................................................................................ 34 DEFINITIONS WITH RESPECT TO DOCK HOSES............................................................................. 34 DEFINITIONS ON PRESSURE RATINGS............................................................................................ 38 APPENDIX B – LIQUEFIED HYDROCARBON GAS (LHG) MARINE CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENTS ................................................................................................. 41 LIQUEFIED HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT PROCEDURE .................................................................................................... 43 LIQUEFIED HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT SCENARIOS / CASES ....................................................................................... 44

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 3 of 47 Date December, 1999

CONTENTS (Cont) Section

Page

TABLES Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Table 9

Cargo Transfer Equipment Alternatives .............................................................................. 7 Hose Selection Parameters ................................................................................................ 9 Vessel Drift and Surge Allowances ................................................................................... 14 Operating Envelope Governing Conditions ....................................................................... 14 Data Requirements For Operating Envelope .................................................................... 14 Hose Retirement Criteria .................................................................................................. 15 Dock Service..................................................................................................................... 16 Tower-Supported Service ................................................................................................. 16 Data Sheet For Purchasing Hose ..................................................................................... 20

FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure A-1 Figure B-1

Rubber Hose Construction................................................................................................ 22 Composite Hose Construction .......................................................................................... 22 Mast and Boom Hose Handling System ........................................................................... 23 Gantry Rig Hose Handling System ................................................................................... 24 Half Metal – Half Hose Handling System .......................................................................... 25 Operating Envelope .......................................................................................................... 26 Operating Envelope Governing Conditions ....................................................................... 27 Example Problem Operating Conditions ........................................................................... 28 Example Problem Operating Envelope ............................................................................. 29 Hose Built-in Nipple (BIN) ................................................................................................. 30 Hose Swaged Fitting......................................................................................................... 30 Hose Arrangement with Insulating Flange ........................................................................ 31 Insulating Flanges............................................................................................................. 31 Hose Handling Examples.................................................................................................. 32 Hose Coupler .................................................................................................................... 33 Schematic Illustration on Relationship of Pressure Definitions ......................................... 40 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

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 4 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

SCOPE This 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 hose type and performance requirements. As selection of hose systems require knowledge on the use of hoses, pertinent information is provided on hose purchasing, storage, use, and testing. Although some information is provided on operational aspects, the document 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 Section XXXI-H. Hoses used for truck or rail car cargo transfer are not covered by this practice.

REFERENCES DESIGN PRACTICES XXIII XXXI-F XXXI-H XXXI-J XXXI-I

Product Loading Systems Cargo Transfer Equipment – Loading Arms Cargo Transfer Equipment – Offshore Hoses Ship-to-Shore Electrical Isolation Safety Considerations for the Design of Marine Terminals

INTERNATIONAL PRACTICES IP 3-11-1, IP 3-11-2,

Marine Cargo Transfer Hose Marine Loading Arms

OTHER REFERENCES 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.92 7. 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, BS6501: Part 1, 1991. 11. LHG Marine Cargo Transfer Fire/Explosion Risk Assessment Procedure, ER&E Memorandum 93-CMS2-010, January 13, 1993. 1.

DEFINITIONS Definitions are provided in Appendix A and due to the importance of hose pressure ratings, this appendix provides a separate listing of hose pressure nomenclature.

INTRODUCTION GENERAL Hose systems are the most common and basic cargo transfer system for connecting pier piping to tankers and barges for loading or discharge of crude oils and petroleum products. Cargo transfer systems comprised entirely of flexible hoses often provide the lowest cost facility with the greatest flexibility in accommodating marine vessels. Hose systems can range from a simple single hose string handled by a pier crane (or ship's boom) to more complex systems comprised of multiple hose strings supported and maneuvered from shore towers or gantries. Hoses can also be used in conjunction with swivels and piping to form a half-metal and half-hose system, sometimes referred to as "flow-boom". EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 5 of 47 Date December, 1999

INTRODUCTION (Cont) PRODUCT SERVICE Hose design practices are applicable for the transfer of the following product services:

•

Crude Oil and Petroleum Products at temperatures ranging from –20°F (–29°C) to 180°F (80°C) for rubber hoses and 140°F (60°C) for composite hoses.

•

Hot Asphalt and Sulfur at temperatures ranging from –20°F (–29°C) to 350°F (175°C) for rubber hoses.

•

Non-Refrigerated LPG Liquid or Vapor at temperatures ranging from –20°F (–29°C) to 115°F (45°C).

•

Vapor Recovery (excluding LPG Vapor) at temperatures ranging from –20°F (–29°C) to 140°F (60°C). Hoses are not to be used for refrigerated LPG or LNG. These products are to be handled by marine loading arms per Section XXXI-F.

HOSES The two main type of hose construction used at conventional (dock) marine piers and sea islands are referred to as Rubber hoses and Composite hoses. Rubber hoses are the conventional Oil Suction and Discharge (OS&D) hose used at petroleum terminals, 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 used at some marine terminals for specialty products, such as hot asphalt, special chemical products, or jumper hose in liquefied gas loading arms. Although many aspects of designing hose systems would apply to metallic hose, their use is unique and is not specifically 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 the innermost part of the rubber hose body and protects the outer layers and carcass from contact by the product. Depending on the hose diameter and the products to be handled, the tube is either one or more rubber cylinders or sheets of rubber which are wrapped about a mandrel used to construct the hose. An inner steel reinforcement wire is often placed in the rubber hose to add strength and resist delaminating of inner layers. When the tube is placed over the wire reinforcement or the wire reinforcement is imbedded 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 internal pressures, longitudinal tension, and other loads occurring from the handling and support of the hose. The carcass consists of various 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 from the elements and/or chemical action. When the carcass does not use any wire reinforcement or steel rings but gains its strength from 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. Hose lengths 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 provided up 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 where higher 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 internal reinforcement wire. Smooth-bore and Soft-wall hoses can be manufactured either electrically continuous or electrically discontinuous. End fittings are typically built-in nipples that are vulcanized into the hose body; however, swage fittings are becoming more common 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 of rubber hoses, composite hoses being lighter offer easier handling and lower initial cost. Composite hose is a tubeless hose made up of several layered components between internal and external spiral wire reinforcement (Figure 2). The hose is manufactured 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 the internal wire. The resulting hose construction has a corrugated appearance.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 6 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

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 by providing protection against external physical damage. However, this crossbred hose should be considered and evaluated as a composite hose. The multiple synthetic film layers provide the resistance to internal pressures, while the wire reinforcements hold the hose shape against internal pressure, longitudinal and other external loads. Since the hose is built up of synthetic material, composite hoses can 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 could be up to several hundred feet, which are then spooled into large rolls. Individual hoses are then cut to the desired hose length and end-fittings attached. Typical hose lengths are 35 to 50 ft (10 to 15 m) similar to rubber hoses, but longer lengths are available 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 the hose is susceptible to delaminating. Thus flow rates for composite hoses are not to exceed 23 ft/sec (7 m/s), nor should the hose be used for products having a viscosity exceeding 400 cSt (400 mm2/sec). These limitations are not well defined due to the relatively limited experience with composite hoses. There is experience that flow rates above these levels can cause movement of internal wires, however some hose manufacturers note flow rates up to 33 ft/sec (10 m/sec) are permitted. However, due to the 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 end fittings. 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 a specific service such as hot asphalt (bitumen) and being lightweight are easier to handle than rubber hoses. Due to inspection difficulties, 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 Specification For Corrugated Hose Assemblies.

HOSE SYSTEM SELECTION Hoses 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 are deemed to be inherently safer, their use should be considered prior to selection of hoses. Loading arms are considered more reliable than hoses against catastrophic rupture; have less potential of wear / deterioration; and have a longer life expectancy.

HOSE VS. LOADING ARM In some applications, loading arms are to be used where hose failure may present an unacceptable risk. Depending on the perceived risks, marine loading arms may be appropriate for hot asphalt and sulfur. Hoses are not acceptable for cargo transfer of refrigerated liquefied gas (refrigerated LPG or LNG), which requires loading arms at Exxon marine terminals. For pressurized LPG, hose may be considered provided the maximum spill size does not exceed 0.55 tons (0.5 metric tons). If cargo transfer piping can not be adequately isolated to preclude larger potential spills, then loading arms are required. Appendix B can be used 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. Cost considerations are a key factor, particularly for small throughput volumes or where the utilization of the system is low. Physical parameters may also dictate use of hoses; such as movement / flexibility required in connecting to a vessel manifold. Terminal layout issues could also be a parameter particularly for an existing facility that is updating / replacing equipment where space and load carrying capacity of the terminal may not permit use of loading arms. Vessel parameters may also preclude use of loading arms, such as: where multiple a vessel's manifold connections require the cargo transfer equipment to occasionally cross over itself; where the vessel manifold cannot support the marine loading arm; or other vessel constraints that may prevent use of marine loading arms. Finally product quality requirements for segregation / contamination may require use of numerous separate systems which can not be accommodated with loading arms. Hoses also have physical limitations, further described under HOSE SELECTION, which require consideration in their selection for a particular service. Primary considerations are limitations on hose diameters due to hose manufacturing capabilities and flow rate that can be physically tolerated by the hoses. Hoses are subject to chafing, crimping / kinking, and damage from being handled 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 storage when not in use. EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

EXXON ENGINEERING

Section

Page

XXXI-G 7 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

HOSE SYSTEM SELECTION (Cont) Depending on the number, size, and type of hoses; selection of the appropriate hose handling equipment would be selected as described under HANDLING EQUIPMENT. Choice of the optimum system for a particular location must consider the major operating conditions which the system must satisfy, and determine the best trade-off between investment, level of safety, and operating / maintenance costs. Table 1 provides a summary of advantages and disadvantages of the various cargo systems typically used at petroleum terminals. The major operating conditions to consider are:

• •

Range of vessel sizes to be accommodated

•

Tidal range

• •

Frequency of use

•

Critical or specialty products handled

Product slate / simultaneous service

Existing equipment and piping TABLE 1 CARGO TRANSFER EQUIPMENT ALTERNATIVES EQUIPMENT TYPE Mast & Boom or Hydraulic Telescoping Crane

Gantry Rig

Metal / Hose Systems

All Metal Systems

ADVANTAGES

• •

DISADVANTAGES

Requires least initial investment of all systems

•

Suited to low usage terminals servicing only small barges

Little control over bend radius, thus may experience kinking or crimping damage

•

Generally limited to 8 in. (200 mm) diameter or smaller hoses, which may restrict loading rates

•

Generally only 1 hose (possibly 2) can be hoisted at one time

• •

Hoses must be tended during transfer operation

•

Sometimes requires assistance from ship's derrick

Maneuvering and hookup / release procedures are manpower intensive

• •

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 smaller hoses, which may limit loading rates

•

Maneuvering and hookup / release procedures are manpower intensive

•

Hoses must be tended during transfer operation

• •

Eliminates hose bending / crimping problems

Systems must be tended during transfer operation

•

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

•

Metal construction provides safety against rupture

Initial cost usually higher than other systems

•

Do not require tending during transfer operations

• •

•

Requires less manpower for hookup / release procedures

• •

Requires less maintenance

• • •

Counterweighted arms minimize deck space

Retains most of the crossover flexibility of all hose systems

Not recommended for critical products Hose portion requires removal for testing

May require crossover manifolding on the pier

Counterweighted arms are easier to maneuver Minimizes risk of pollution Suitable for all types of products

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 8 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

HOSE SYSTEM SELECTION (Cont) HANDLING EQUIPMENT There are numerous different types of equipment designed to handle hoses during cargo transfer operations. The following are the major types of systems used by Exxon and a brief description:

• •

Mast and Boom

•

Gantry Rig

•

Half-metal Half-Hose System (Flow Booms)

Hydraulic Telescoping Crane

Mast and Boom The mast and boom system (Figure 3) involves the minimum capital investment. This system also provides very little control of the bend radius of the hose and sharp bends and kinking often result. Eight in. hose is the largest that can be handled efficiently as the hose becomes to stiff to manipulate. Loading rates with this type of system are limited. The mast and boom system normally can handle only one hose at a time. Each hose must be handled separately and because the boom provides poor support for the hose, the ship's derrick often is used to help support the hose. Manual tending is required and normally, the hoses are not permanently rigged. This considerably increases the amount of handling and manpower required and reduces hose 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 hose from the storage position and to maneuver the hose to the ship's manifold for a connection. After a connection is made, the crane can be used to support the hose during cargo transfer operations. It is very important with this type of system to use a properly designed sling system or "Hose Buns" to make the connection between the hose and the crane. The use of thin straps or improperly sized slings can cause severe damage to the hose by cutting the outer layers or displacing outer helix wires. A properly designed sling system will spread the lifting load along a greater surface area of the hose and thus avoids local damage to 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 jib boom or a "U" boom. Gantry systems (Figure 4) reduce the effort to maneuver hose and provides better support during cargo transfer operations. Gantries with jib booms can adequately handle 8 in. diameter hose while gantries with "U" booms are in service 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 swivel joint or joints (Figure 5). A single or double metal swivel joint, permitting the required degree of rotation, connects the inboard pipe leg to a vertical dock riser pipe. The system is controlled either by an overhead "U" boom or by individual support cables leading directly from the arms to hoists mounted on the tower. A hydraulic crane can be used to supplement the flow boom system to maneuver the outboard hose.

HOSE SELECTION GENERAL Hose system design is predicated on meeting specific terminal throughput requirements which are defined in developing the Marine Loading System as covered in Offsites Design Practice Section XXIII-A. Cargo transfer rates, loading and/or discharging, that need to be accommodated sets the basis for several of the service requirements and lead to defining the number of hoses and their size (diameter). In this regard, the cargo transfer rate needs careful consideration prior to the selection of hose requirements. Arbitrarily setting the basis equivalent to the maximum number of products / cargoes to be transferred 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 by vessel facilities including deck valving / manifolding, deck / tank piping size and length. Discharge rates are even more likely to be limited by the same considerations plus the limitations of the vessel's pumps and power supply.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES

Section

Page

XXXI-G 9 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

HOSE SELECTION (Cont) Therefore the selection of hoses needs not only consider the physical limitations and service needs as defined in this section, but must also be based on throughput requirements, practical assessment of the overall cargo system requirements, and economic evaluations 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 the terminal, hose operating / maintenance parameters, service needs, and anticipated hose life expectancy. It is not possible to have a universally applicable set of criteria for all applications. This section provides information on the various criteria in defining the hose parameters. Table 2 provides a summary of those parameters which restrict the selection of hose type, i.e., Rubber or Composite, for size, pressure, product service, and electrical continuity. TABLE 2 HOSE SELECTION PARAMETERS HOSE SELECTION RUBBER HOSE Smooth Bore or Softwall

COMPOSITE HOSE

PERFORMANCE CRITERIA

Rough Bore X

X

X

X

X

X

X

Crude Oil and

Hot Asphalt and Sulfur

X

X

X

X

X

°F (°°C)

cSt (mm2/s)

psig (kPa)

psig (kPa)

–20 to + 140

< 400

200 (1380)

4 x RWP

N/A**

200 (1380)

4 x RWP

N/A**

200 (1380)

6 x RWP

N/A**

300 (2070)

5 x RWP

N/A**

150 (1035)

4 x RWP

–20 to + 180 –20 to + 350

LPG Liquid or Vapor

–20 to + 115

(Non-Refrigerated)

(–29 to + 45)

Vapor Recovery

–20 to + 140

(excluding LPG Vapor)

(–29 to + 60) Flow Rate*

Electrical Continuity

End-Fittings

< 23 ft/s (7m/s) < 50 ft/s (15 m/s)

X

X X

Minimum Burst Test Pressure

(–29 to +175)

PHYSICAL LIMITATIONS X

Minimum Rated Working Pressure (RWP)

(–29 to + 80)

X

X

Viscosity Limitation

(–29 to + 60) Petroleum Products

X

X

Design Temperature Range (Ambient or Product)

Continuous Discontinuous

X

Built-in Nipples

X

X

Swaged Fittings

*

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 remain small even with vessel draft and tidal variations, handling hoses may be possible only with berth and vessel personnel. In these cases the hose may be subject to chafing / wear that requires a robust hose while at the same time minimizing hose weight is appropriate to reduce handling efforts. Unfortunately these factors do not work together. Rubber hoses offer more resistance to chafing / wear while Composite hoses are significantly lighter and easier to handle. The only offsetting aspect that helps in this selection is to minimize hose diameter to facilitate handling.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 10 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

HOSE SELECTION (Cont) Terminals where a single hose string will meet the cargo transfer rate, but the elevation differences or hose diameter dictate a hose 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 and ease of hose connection to the vessel may prompt the need to minimize hose weight. Thus the same trade-off between Rubber hoses and Composite hoses needs to be made. With the mast and boom facility, there is an enhancement that is sometimes applied to Composite hoses to provide chafing / wear protection. This amounts to wrapping the hose with rope to provide a protective 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 obtaining higher throughput and cargo transfer rates. Also where the variation in height between the vessel and shore due to tidal variations 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 easier handling characteristics.

•

Composite hoses due to their temperature limitations can not be used for hot asphalt and sulfur. The construction of Composite 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 internal wire 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 have adopted materials that are highly resistance to crude oil and petroleum products, and if advised of the product to be accommodated 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 in selecting a hose for service, the percent aromatics or MTBE needs to be defined to insure the manufacturer selects and uses the appropriate 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. Electrically continuous hoses are those that have little resistance to electrical current, while electrically discontinuous hoses have a high electrical resistance. Electrical resistance is defined by means of a 500-volt megger or equivalent battery powered resistance meter.

•

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-SHORE ELECTRICAL ISOLATION, DP XXXI-J. However, there are situations where electrically discontinuous hose are appropriate, see ELECTRICAL 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.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 11 of 47 Date December, 1999

HOSE SELECTION (Cont) Vacuum Hoses can be subject to occasional vacuum during cargo transfer, particularly for vessel discharge when stripping operations are being 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. Deterioration of the liner can affect flow and increase pressure loss. In the worst case, the liner may fail and cause complete blockage of the hose bore. To assure quality of the inner liner, and adequate adhesion to the carcass, a vacuum design requirement is specified for the hose manufacturing of rubber (OS&D) hoses. The design requirement for rubber hoses is 25 in. Hg (– 85 kPa), which applies to rough bore and smooth bore hoses. Since softwall rubber hoses would collapse at this pressure, the vacuum requirement is not applied. Composite hoses, having an internal reinforcement wire, would be resistant to vacuum and thus are not specified nor tested for vacuum conditions. Bend Radius Being a flexible system between the shore and vessel, the hoses must have the ability to bend in response to the changing elevations of the vessel and to facilitate connections between shore and vessel. Acceptability of hose bending is measured by the hose Minimum Bend Radius Ratio (MBR Ratio). MBR Ratio is the ratio of the hose bending radius at its maximum allowable bend, 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 or permanent 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 RATING To provide a secure containment of product during the cargo transfer operations, the individual hoses need to be designed for pressures that may occur during loading / discharge of the vessel. This includes not only the expected or normal operating pressures, but also must cater to higher pressures that may be caused by pump shut in or surge pressures if there were a sudden 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 for vessel and shore, as well as between industry standards may actually have different meanings as the specific pressure requirement. 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 two pressures 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 cargo transfer system had a pressure relief valve, the RWP would equal the setting of the pressure relief valve. If the system does not have 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, often less than 5 psi (35 kPa). However, the vapor hose must have sufficient reinforcement to withstand the handling conditions typically found at marine terminals. Although a lower pressure rating may be possible, the durability requisite for vapor hose justifies the use of the higher RWP rating.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 12 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

HOSE SELECTION (Cont) The recent issuance (1998) of European Standard EN-1765 on dock hoses, and the pending endorsement of this standard by OCIMF, will affect the Exxon design requirement in specifying hoses but will not affect the physical requirements for hoses used by Exxon. The new hose standard uses "Test" pressure to define the design / manufacturing requirements. The "Test" pressure would 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 to the 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 endfittings. This requirement provides a safety factor to insure hose performance over its life even with normal wear and deterioration. This pressure must be held for 10 minutes during PROTOTYPE TESTING for successful completion of this requirement. 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 for dock 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.

•

4 x RWP for non-LPG cargo vapor service.

5 x RWP for non-refrigerated (pressurized) LPG liquid or vapor service.

The recent issuance (1998) of European Standard EN-1765 on dock hoses, and the pending endorsement of this standard by OCIMF, 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 be equivalent to requiring all hoses be burst tested to 6 x RWP if the equivalent "Test" pressure is 1.5 times RWP.

FLUID FLOW The physical construction of hoses, being made of rubber and synthetic materials, leaves the hose vulnerable to wear and deterioration from fluid flow. This is similar to steel pipelines, but more pronounced, where the abrasive nature of the fluid causes wear from friction, turbulence and cavitation. Hoses being used as a flexible conduit also results in changes in direction of fluid flow 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 separation of the inner liner. The latter situation could result in complete blockage of the fluid flow causing sudden surge pressures in the cargo transfer system. Flow rates limitations are empirical, based on past industry experience. Although variations can be tolerated, most hose manufacturers limit the service of their hoses to these established industry practices. Therefore the following maximum flow rates should be considered in defining a hose system, unless a specific hose type / manufacturer has been consulted.

• • S

50 ft/sec (15 m/sec) for Rubber hoses (rough bore, smooth bore, softwall).

23 ft/sec (7m/sec) for Composite hoses. Hose systems handling "static accumulator" products shall be designed to limit the maximum flow rate. Petroleum products that are static accumulators can generate and hold a static charge. Fluid flow through piping, especially hose, systems generate a static electricity charge as a function of diameter and velocity. This electrical charge will dissipate (release) after a residence time in the vessel / shore tank. However, this charge could present a safety risk if it is of sufficient magnitude and rapidly dissipated where it could cause an incendiary spark. Experience indicates that hazardous electrical potentials do not occur if the velocity is below 23 ft/s (7 m/s), and this is a statutory requirement by some national codes. Where documented experience indicates higher velocities have been used safely, the limit of 23 ft/s (7 m/s) may be increased. However for Exxon marine terminals, the maximum 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 the hose internal liner, as well as the hose not being a straight conduit, the pressure drop will be considerably more than a pipe section of equal length. As hoses are constructed differently, both in type and by manufacturer, it is not possible to define a specific procedure to calculate pressure drop.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 13 of 47 Date December, 1999

HOSE SELECTION (Cont) In designing a hose system, the nominal pressure drop should be considered to have a minimum increase in pressure drop of 20% in comparison with equivalent length of steel pipe. For Rubber hoses of rough bore construction, this nominal pressure drop needs to be increased by another 10% to cover the additional pressure losses caused by the increase resistance to flow in these hoses. For Composite hoses, the pressure losses can be significantly higher due to the corrugated configuration of these hoses. A minimum increase of 5 times the nominal pressure drop should be considered for these hoses. Where a specific hose will be used, the manufacturer can be consulted on the estimated pressure drop.

DIAMETER Due to the nature of manufacturing, hose diameters typically vary within a tolerance of +/– 2%. Thus hoses are usually referenced by their nominal diameter which is specified within the nearest 2 in. (50 mm). Although the use of nominal diameter will not generally affect the hose design, the selection / purchase of specific hoses should check the manufacturer's specific hose diameter. Hoses for general conventional pier (dock) service should not be smaller than 4 in. (100 mm) in diameter. Hoses smaller than this are not suited to connection to most vessel cargo manifolds, and are easily subject to kinking. For specialty service, such as bunkering of small marine craft, smaller hoses have been used if mounted on reels along with provisions to prevent kinking as the 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) in diameter. The maximum hose diameter should also be limited due to the cost in providing proper lifting equipment as well as the difficulty in handling / connecting hoses to the vessel. Rubber hoses, due to their weigh and difficulty in handling, are generally limited to 12 in. (300 mm). Composite hoses are limited to a maximum diameter of 10 in. (250 mm). Even though lighter in weight for handling, composite hoses have not been found to provide the robustness / strength necessary for hoses more than 10 in. (250 mm).

LENGTH Selection of the reach of a hose string for a specific application will depend on the marine terminal's physical configuration, the vessels to be accommodated, and water height (tidal and/or river stages) variations. These factors are considered to define the maximum reach which is required between shore and vessel while keeping the bending of the hose in excess of its Minimum Bend Radius (MBR) Ratio. Since hoses nominally come in standard lengths of 30 to 35 ft, or 50 ft (10 m or 15 m), the defined reach 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 of variations between the pier manifold and the manifold of vessels calling at the terminal. With this Operating Envelope, estimates are 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 to facilitate the handling of the hose from any position in the operating envelope. Guidance on Crane / Derrick Reach is provided in this section. Operating Envelope The operating envelope is the volume in space which contains all the expected vessel manifold positions during the cargo transfer including allowance for tidal changes, vessel drift off the pier, surge along the pier, and the range of vessel manifold locations. It is actually made up of two separate envelopes, the “Working Envelope", and the “Drift Envelope" as shown in Figure 6. The working envelope contains the space which includes all the possible positions that the ship's manifold might reach during normal operations and must account for variability in the position of manifolds on the decks for the entire range of vessels calling at the terminal, as well as the range of vessel elevations due to changes in draft from loading or unloading or changes in tide or river stages. The drift envelope is an additional allowance to account for abnormal movement of the ship in the berth, usually caused by environmental forces acting on the vessel. For new sites, the allowances given in Table 3 and shown in Figure 6 should be used. At existing sites, these allowances are normally based on the terminal's experience and is consistent with that used for the existing systems, provided the allowances are at least equal to those which would be specified for a new site.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 14 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

HOSE SELECTION (Cont) TABLE 3 VESSEL 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 hose system. If multiple hoses will be connected, they are generally centered on the vessel's manifolds in that shore manifolds have nominally the same spacing as vessel manifolds. The Drift Envelope is considered to adequately account for variations in vessel manifold spacing and spotting offsets. However additional hose system length may be appropriate to cater to specific / unique situations. The governing conditions for the operating envelope parameters are shown schematically in Figure 7 and listed in Table 4. TABLE 4 OPERATING ENVELOPE GOVERNING CONDITIONS Left Edge

Maximum Vessel Stern Surge Allowance

Bottom

Smallest Vessel, Fully Loaded, at Lowest Low Tide

Top

Largest Vessel, Fully Light, at Highest High Tide

Inside Edge

Smallest Manifold Setback

Outside Edge

Largest Manifold Setback plus Maximum Vessel Drift Allowance

Right 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 from the Marine Engineering Section's “Vessel Log" computer program; other information must be supplied by the affiliate specific for the pier facility. TABLE 5 DATA REQUIREMENTS FOR OPERATING ENVELOPE Berth Data Required Elevation of Pier Deck Distance from Pier Manifold to Fender Face Environmental Data Required Highest High Water Elevation Lowest Low Water Elevation Ship Data Required

Minimum Ship

Ship Size (DWT) Fully Light Freeboard Minimum Manifold Setback Minimum Manifold Height Above Deck Fully Loaded Freeboard Maximum Manifold Setback Maximum Manifold Height Above Deck

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

Maximum Ship

DESIGN PRACTICES

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

EXXON ENGINEERING

Section

PROPRIETARY INFORMATION - For Authorized Company Use Only

Page

XXXI-G 15 of 47 Date December, 1999

HOSE SELECTION (Cont) Data Provided for Operating Envelope An 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 schematically presented in Figure 8 and illustrates how the vessel cargo manifold positions are obtained. Figure 9 illustrates the Operating Envelope that results from the example problem using the vessel governing conditions for vertical elevations (Figure 8) and the vessel drift and surge allowances defined in Table 3. Reach Using the Operating Envelope, the total hose string length requirement is defined by the maximum length required to reach all positions within the envelope. This is nominally done by schematically sketching the position the hose would take reaching the edges of the operating envelope with allowance for bending of the hose. In developing the sketch, hose bending must maintain a MBR greater than that for the hose type selected. The hose length is then measured along the sketched position, with the maximum 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 well as possibly extending over other restraints, such as the vessel's railing. If hose storage is on a hose tower or gantry, it will also be 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 of operation, i.e., the operating envelope and/or hose gantry or tower reach requirements.

LIFE EXPECTANCY When properly used and maintained, hoses will provide a secure and dependable system for cargo transfer. However hoses will deteriorate from both handling and cargo flow. Therefore in comparing hose systems to marine loading arms, consideration must be given to the cycle on hose replacements. Nominally the hoses should provide reliable service to their retirement age, after which 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 affiliate experience justifies amended retirement criteria. The criteria define a nominal hose retirement age and a maximum retirement age. TABLE 6 HOSE RETIREMENT CRITERIA HOSE RETIREMENT AGE (YEARS)(1) SERVICE RUBBER (SMOOTH BORE)

RUBBER (ROUGH BORE)

COMPOSITE

Oil & petroleum products

6

6

4

Hot asphalt & sulfur

2

2

LPG 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): (v) (2)

– 50%

extra Heavy duty (XH):– 75%

Maximum Age is based on age from date of hose manufacture.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 16 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

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 be adjusted for the following operating factors that have been assessed to influence retirement age:

•

hose pumping hours

•

fluid flow rate

•

handling procedures Increased pumping hours or flow rates will reduce hose retirement age. Handling of hoses on the pier deck without permanent support 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 fender systems (Table 8). TABLE 7 DOCK SERVICE MAX. PUMP TIME hrs/yr

HOSE DUTY CLASSIFICATION H

H

XH

4000

H

H

H

3000

M

H

H

2000

L

M

M

5000

1000

L

L

L

Max. Fluid Velocity

23 fps (7 m/s)

40 fps (12 m/s)

50 fps (15 m/s)

Notes

Rubber & composite hose types

Rubber hose types only

Rubber hose types only

TABLE 8 TOWER-SUPPORTED SERVICE MAX. PUMP TIME hrs/yr

HOSE DUTY CLASSIFICATION

5000

M

H

H

4000

M

H

H

3000

L

M

H

2000

L

M

M

1000

XL

L

L

Max. Fluid Velocity

23 fps (7 m/s)

40 fps (12 m/s)

50 fps (15 m/s)

Notes

Rubber & composite hose types

Rubber hose types only

Rubber hose types 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 extensive use or abuse. This is because hoses, being manufactured from rubber / synthetic materials, will degrade naturally due to the environment, particularly ozone and heat. The maximum age is defined as the age of the hose from its date of manufacture (Table 6).

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 17 of 47 Date December, 1999

END-FITTINGS HOSE END-FITTINGS Hoses can be manufactured with two types of end-fittings: Built-in Nipples, or Swaged fittings. The traditional end-fitting developed with Rubber (OS&D) hoses was the built-in nipples. Development of the Composite hose, lead to the swaged fitting which 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 the end-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 two raised rings on the exterior where the hose carcass will be assembled. In the assembly, the rubber hose liner will be placed over the BIN with adhesives to provide a positive seal when the hose is vulcanized (cured). Flanges are generally made up to the BIN prior 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 tailpiece and an external compression collar (ferrule). The tailpiece will be serrated / grooved and inserted into the hose, sealant material added, and the external collar fitted over and compressed onto the tailpiece. The collar (ferrule) shall have a minimum nominal thickness 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 a hydraulically operated compression facility as opposed to a manual fitting, either screwed or manually (gear) operated compression. Swage fittings shall not exceed 10 in. (250 mm). Swage fittings are available only for Composite hoses and Rubber smooth bore and softwall hoses.

FLANGES Hose flanges shall be of steel meeting ASME B16.5 Class 150 and flange material shall conform to ASTM A105. Flanges for LPG 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 penetration welds or slip-on flange with double fillet welds. To facilitate connection to the vessel manifold and reduce torsion in the hose, use of 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 flange of every fitting. All welding on end fittings shall be completed prior to the end fitting being made up with the hose. Welding of end-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 RP 1124, which specifies the user of lugged keying mechanism for the vapor presentation flange and, hence, the vapor hose flanges. Bolting Bolting of flanges is generally employed for connections to the pier piping, between individual hose lengths, and to the vessel cargo 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.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 18 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

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 not deemed 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 the units be manufactured of steel (similar to flanges), and that the coupling device have a "locking" feature to prevent the coupling mechanism from loosening from vibrations or inadvertent disconnection. The locking feature must be such that unlocking can only be done by physically disengaging the lock mechanism. This requires a latch or pin type device as opposed to a screw or over-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 mating flange. 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 INSULATION Insulation is required in hose strings to prevent electrical current from passing between the ship and shore. Although such current can seriously disrupt the berth’s cathodic protection system, the main reason for preventing the flow of this electrical current 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 is made or broken. Conditions are, therefore, present which can lead to explosion, and it is very important to ensure that sparking is not allowed to occur. Insulation may be achieved by use of an insulating flange or by the use of one electrically discontinuous hose. An insulating flange is preferred for use with static accumulators as electrically discontinuous hose allows static charge to build up. It is possible to use electrically discontinuous hose as the last length of hose in a string to achieve insulation, but this could lead to confusion with the different types of hose being used if it is not obvious which is which. Using insulating flanges shows visibly that the system is insulated. Figure 12 shows an insulating flange inserted in a hose string. Figure 13 illustrates two types of insulating flanges.

PROTOTYPE TESTING Hose systems shall be made up of hoses whose performance has been certified through prototype testing of the specific hose type. Prototype testing, which includes normal production type tests and a burst test to failure, shall be made prior to use of the hose 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.

•

Certified test data for previously prototype tested hose is submitted upon request.

Previously prototype tested hose was within 10 years of date of order of selected hoses.

APPROVAL TESTS The manufacturer shall carry out the test as defined in IP 3-11-1 on each new type and modified design of the hose using the largest bore in the manufacturer's range of each hose type. Approval tests are for the specific manufacturing plant as well as the hose 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).

CERTIFICATION The test results shall be stated on the prototype test certificate. Certification of the tests shall be conducted by Exxon Quality Assurance or a qualified, independent inspection service. Certifications are considered valid for a period of 10 years, after which the prototype test shall be redone even if the design remains unchanged.

PRODUCTION TESTING Each hose used in the hose system shall be subject to tests after its manufacture at the plant and upon receipt at the terminal site. The tests are intended to better detect manufacturing defects prior to acceptance, as well as insure the hoses have not been damaged in transit to the terminal site.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 19 of 47 Date December, 1999

PRODUCTION TESTING (Cont) APPROVAL TESTS Tests conducted at the plant, referred to as Production Tests, shall be as specified in IP 3-11-1. The tests are non-destructive and would be conducted annually as a normal integrity check of the hoses. The same tests, excluding the bend test, are normally conducted of each hose when it arrives at the terminal to insure in has not been damaged in transit and is ready to be put in service.

TEST CERTIFICATES Test certificates for each hose covering the production test results shall be provided by the manufacturer. Test certificates shall clearly identify the specific hose, its marking details, and serial number and the results of each test defined in IP 3-11-1. The affiliate can elect to have these tests witnessed by an independent third party or accept the manufacturers quality assurance program. Welding qualification procedure specification and records shall also be submitted for each order of hoses.

PURCHASING The design / selection of the appropriate hose system requires that the hose(s) be purchased and provided to meet specific criteria defined in the design. IP 3-11-1 provides a concise summary of manufacturing requirements which can be used in purchasing hoses to meet Exxon requirements as defined in this Design Practice. The International Practice is intended to reduce the risk of cargo transfer hose failures that are the result of poor manufacture or improper user specification of hose service 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 hose being 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 the hose definitions appropriate to selected design of the hose cargo transfer system. This data sheet is included in IP 3-11-1 for use in purchasing hoses. It is not intended for offshore hoses nor hoses used for truck or rail loading.

MARKING Each hose shall be permanently and legibly marked as specified in IP 3-11-1. In specific situations, the affiliate may request additional markings that shall be incorporated into the manufacture of the hose.

PREPARATION FOR SHIPMENT Hoses shall be palletized for shipment whether the hose is laid out straight or coiled / rolled to prevent damage / abrasion during shipment. Hoses body shall be adequately supported to prevent kinking or other deformations. Flanges shall be protected over the entire gasket surface with metal, hardboard, or solid wood flange protectors.

STORAGE If a new hose will not be placed in service, it should be placed in storage to protect the hose and extend its service life. Ideally hoses should be stored on racks to provide support and keep the hoses off the ground / floor of the storage area. If racks are not available the hoses should be laid out straight in a relax manner. Where the hose must be coiled, the radius should not be smaller 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 to avoid ultraviolet light damage as well as heat. Cool temperatures are preferably for storage of hose, but should be less than 100°F (38°C). Hose should be kept on a dry surface avoiding any oil or other liquids.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 20 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

PURCHASING (Cont) TABLE 9 DATA SHEET FOR PURCHASING HOSE Hose Description (specified by Purchaser) Purchaser:_____________________________________________

Manufacturer: _________________________________________

Project Title: ________________________________________

Hose Type:

Terminal / Vessel:_____________________________________

• Rubber - Smooth Bore

• Softwall

• Rubber - Rough Bore

• Composite

Berth / Pier:__________________________________________

Hose Diameter, in. (mm): ________________________________

Service: ___________________________________________

Hose Length, in. (mm):

Operation:

• Berth

• Hose Tower

• Barge

• Ship

_________________________________

• Floating

Order / Purchase Record No.:______________________________

• Lightering

Order / Purchase Record Date:_____________________________

Design Data (specified by Purchaser) Product(s): _________________________________________

Performance Requirements per 1.1 and 4.1 unless noted below:

Aromatics (%): ______________________________________

Temp. Range, °F (°C): __________________________________

Other Component (specify): ____________________________

Rated Burst Pressure, psi (kPa): __________________________

Rated Working Pressure, psi (kPa):

Vacuum Rating, in. Hg (kPa):

Electrical Continuity:

_____________________

____________________________

• Continuous

Max. Flow Velocity, fps (m/s): ____________________________

• Discontinuous

Min. Bend Radius, in. (mm): ______________________________

Marking Requirements a): ______________________________ b): ______________________________ Manufacturer’s Data Hose Model: ________________________________________

Min. Bend Radius in. (mm): _______________________________

Date Manufactured: __________________________________

Hose Weight, lb/ft (kg/m):

Location Manufactured: _______________________________

Bore Diameter, in. (mm): ________________________________

Design Standard / Type:________________________________

Temp. Range, °F (°C): __________________________________

Hose Serial No.: _____________________________________

Certification By: _______________________________________

Prototype Min. Burst, psi (kPa):

Certification Date: ______________________________________

________________________

_______________________________

Construction/Material Specification (or attach detailed drawing) • Rubber Hose a)

• Composite Hose

Liner Material & Thickness:

a)

Tube Material & No. Layers:

b)

Barrier Layer Material & No. Layers:

c)

Reinforcement Material & No. Layers:

d)

Wire Diameter & Tensile Strength:

_________________________________________________

_________________________________________________ b)

Reinforcement Material & No. Layers:

_________________________________________________

_________________________________________________ c)

Wire Diameter & Tensile Strength: i)

d) e)

_________________________________________________

Body Wire: ___________________________________

ii) Internal Wire (Rough Bore):________________________ Cover Material & Thickness:

i)

_________________________________________________

ii) External Helix: ________________________________

End Fitting:

• Built-in Nipple

e)

• Swaged

Internal Helix: ________________________________

Cover Material & Thickness: _________________________________________________

Flanges (specified by Purchaser) a)

Rating:

• 150 ANSI

• 300 ANSI

b)

Type / Attachment:

• Raised Face

• Flat Face

•

Weld Neck

• Slip-on

Manufacturer’s Test Data Test Pressure

Po = 10 psi (70 kPa)

Pt = 150% RWP =

Pp = 10 psi (70 kPa)

Length

Lo =

Lt =

Lp =

Et =

Ep =

Elongation (%) Allowable Elong. (%)

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 21 of 47 Date December, 1999

HOSE HANDLING Hose handling considerations should be reviewed during the development of the hose system. These aspects will insure the hoses 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 hose saddles. Where hose straps are used from a single support, two straps should always be provided and arranged to have an angle 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 possible contact with sharp edges. If possible avoid having the hose touch the pier or vessel deck during cargo transfer. Placement of dollies 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 be avoided in planning the hose system. Schematic diagrams illustrating appropriate hose handling arrangements and those which should be avoided are illustrated in Figure 14.

ROUTINE INSPECTION AND TESTING Provisions 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 facility design should permit the hose to be visually examined for damage prior to each use in cargo transfer service. The hose system design must also consider the hoses require annual pressure testing and inspection, which will require the hoses be removed from any handling equipment and placed on the pier deck. Hose replacement, due to damage / wear / age, will also necessitate the 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 Inspection and Maintenance Guide (TMEE 066).

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 22 of 47 Date December, 1999

EXXON ENGINEERING

PROPRIETARY INFORMATION - For Authorized Company Use Only

FIGURE 1 RUBBER HOSE CONSTRUCTION

Liner (tube)

Carcass Cover

DP31Gf01

FIGURE 2 COMPOSITE HOSE CONSTRUCTION

LAYERS Multiple Layers of Synthetic Film • 42 in. wide Polypropylene Fabric (0.025 in. thick)

INTERNAL WIRE • Lining Placed Over Wire • Lies Between External Wire

LINING • Synthetic Reinforcement Fabric

EXTERNAL WIRE • Protrudes Above Cover • Lies Between Internal Wire

EXTERNAL COVER • Abrasion and Ozone Resistant

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DP31Gf02

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 23 of 47 Date December, 1999

FIGURE 3 MAST AND BOOM HOSE HANDLING SYSTEM

DP31Gf03

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 24 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

FIGURE 4 GANTRY RIG HOSE HANDLING SYSTEM

DP31Gf04

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

EXXON ENGINEERING

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 25 of 47 Date December, 1999

FIGURE 5 HALF METAL – HALF HOSE HANDLING SYSTEM

Hose Operating Envelope

DP31Gf05

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 26 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

EXXON ENGINEERING

PROPRIETARY INFORMATION - For Authorized Company Use Only

FIGURE 6 OPERATING ENVELOPE

Working Envelope

Drift Envelope

10 ft (3 m)

B CL

10 ft (3 m)

B

PLAN VIEW

ELEVATION VIEW

Berth 10 ft

A

(3 m)

Working Envelope

Drift Envelope DP31Gf06

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES

Section

Page

XXXI-G 27 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

FIGURE 7 OPERATING ENVELOPE GOVERNING CONDITIONS

Inside Edge

Top Left Edge Outside Edge

Bottom Right Edge DP31Gf07

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 28 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

FIGURE 8 EXAMPLE PROBLEM OPERATING CONDITIONS 5 ft Min. 10 ft Max.

4 ft 18.000 DWT Light Vessel

C L Pier Hare Manifold

32 ft to HHW

Fender Face 10 ft Drift All Vessels

15 ft

3 ft Min. 6 ft Max.

Per Deck 1.5 ft 2.000 DWT Loaded Vessel

13 ft 2 ft

6 ft HHW

LLW DP31Gf08

EXAMPLE DEVELOPMENT OF REFERENCE ENVELOPE Given: Minimum Ship Size (DWT) Loaded Freeboard (ft) Light Freeboard (ft) Distance Manifold to Rail (ft) Manifold Height above Deck (ft)

2,000 6.0 18.0 3 to 6 1.5

Maximum Ship 18,000 12.0 32.0 5 to 10 4.0

Surge Along Pier = 10 ft in Each Direction Max. Drift Away From Pier = 10 ft LLW Elevation = 0.0 (Reference Datum) Elevation of HHW = 2.0 ft Above LLW Elevation of Pier Deck = 13.0 ft Above LLW Hose Manifold Setback From Fender Face = 15 ft

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

Section

Page

XXXI-G 29 of 47 Date December, 1999

FIGURE 9 EXAMPLE PROBLEM OPERATING ENVELOPE

10 ft = Max. Drift Away From Pier

10 ft = Max. Surge Forward 10 ft = Max. Surge Astern

25 Ft = (Max. Manifold Height Above Ship Deck + Max. Ship Deck Height Above HHW + HAW Level Above LLW – Height Of Pier Deck): (Max. Manifold Height Above Ship Deck = 4.0 ft) (Max. Ship Deck Height Above HHW = 32 ft) (HHW Level Above LLW Level = 2 ft) (Height of Pier Deck Above LLW = -13 ft) 8 ft = Min. Manifold Setback

C L Pier Hose Manifold

Operating Envelope

Pier Deck

15 ft = Loading Arm to Fender Face

Fender Face

7 ft = Manifold Setback: (Min. to Max. Dimensions) (Min = 3 ft) (Max. = 10 ft)

-5.5 ft = (Min. Manifold Height Above Ship Deck + Min. Ship Deck Height Above LLW - Height of Pier Deck Above LLW): (Min. Manifold Height Above Ship Deck = 1.5 ft) (Min. Ship Deck Above LLW = 6.0 ft) (Height of Pier Deck Above LLW = 13.0 ft)

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DP31Gf09

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 30 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

FIGURE 10 HOSE BUILT-IN NIPPLE (BIN) Built-in Nipple

Rubber Hose

Flange

DP31Gf10

FIGURE 11 HOSE SWAGED FITTING

Collar

Tailpiece

DP31Gf11

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

EXXON ENGINEERING

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 31 of 47 Date December, 1999

FIGURE 12 HOSE ARRANGEMENT WITH INSULATING FLANGE Insulating Flange

Electrically Conductive Hose String

DP31Gf12

FIGURE 13 INSULATING FLANGES

DP31Gf13

Insulating Flange Gasket

Insulating Spool Piece

(Bolting to have insulating sleeves and washers.)

(Made of non-conductive plastic. Bolting does not require insulating sleeves or washers.)

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 32 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

FIGURE 14 HOSE HANDLING EXAMPLES DO

DO NOT

1.

1.

Recommended Support Angle

2.

2. 30o

3.

3.

4.

4.

5.

5.

DP31Gf14

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 33 of 47 Date December, 1999

FIGURE 15 HOSE COUPLER

DP31Gf15

Cam Lock Coupling Illustrated, courtesy of MMC International Corporation, Inwood, N.Y.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 34 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

APPENDIX A – TERMS AND DEFINITIONS SCOPE This appendix provides common terms used to refer to dock hoses as found in Exxon practices and standards used in the oil and marine industry. Terms are listed alphabetically in English. Due to the unique and diverse nature of terms referring to internal hose pressures, specific definitions and clarifications are provided in a separate section “Definitions on Pressure Ratings” within this appendix.

DEFINITIONS WITH RESPECT TO DOCK HOSES Adhesive Cementing agent to join / seal hose materials and end-fittings. Armored hose Hose with a protective cover, generally metallic braid or helix wires, to minimize physical damage. Aromatic content Petroleum cargo property measured as percent volume of Toluene. Bend Radius (Minimum) Radius of a bent section of hose measured to the inter-most surface of the curved section. The smallest bend radius that should be applied to a hose is referred to as the Minimum Bend Radius (MBR). Bend Radius Ratio Ratio is calculated as the hose MBR to hose nominal diameter. Term to use to define acceptable standard for hose bending. Body wire See wire reinforcement. Bore Inside of hose through which the material to be conveyed passes. Braid Continuous sleeve of interwoven single or multiple strands of synthetic yard or wire Braided hose Hose in which the reinforcement has been applied as interwoven spiral strands. Brand Mark or symbol either embossed, inlaid or printed on a hose, end-fitting, or coupling to identify or describe the product and/or manufacturer. Built-in Nipple (BIN) Steel pipe / tubing of the hose end-fitting to transition from the hose body to end connections. Burst Test Pressure See section “Definitions on Pressure Ratings” within this appendix. Burst Pressure See section “Definitions on Pressure Ratings” within this appendix.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 35 of 47 Date December, 1999

APPENDIX A (Cont) DEFINITIONS WITH RESPECT TO DOCK HOSES Carcass Fabric cord and/or metal reinforcing section of a hose, as distinguished from the hose tube or cover. Coil Hose wound in concentric rings or spirals. Coiling diameter Minimum diameter that a hose can be coiled without damage. Collapsible hose Softwall hose which, when unpressurized internally, can be coiled on itself. Composite hose Hose made of layers of synthetic material between an internal and external reinforcement wire. Hose does not have an internal tube liner, and results in a corrugated hose. Corrugated hose Hose with a fluted / rippling cross-section along the longitudinal axis. Coupling Fitting, usually of steel, attached to the end of a hose to facilitate connection to equipment or another hose. Cover Outer fabric or rubber layer of a hose's construction. Electrically continuous Hose that has minimal electrical resistance from end to end. Envelope Volume in space representing all the expected vessel cargo manifold positions which a hose would be connected to during cargo transfer operations. Electrically discontinuous Hose that has a defined electrical resistance / impedance between the hose ends. Embedding layer Hose layer of rubber in which is embedded a reinforcing wire of other material. End-Fitting Assembly, usually of steel, placed at each end of the hose body to provide pipe connection for flanges / couplers. May be either a built-in nipple or swaged coupling. Factory test pressure See section “Definitions on Pressure Ratings” within this appendix. Helix Shape formed by spiraling a wire or other reinforcement around or within the body of the hose.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 36 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

APPENDIX A (Cont) DEFINITIONS WITH RESPECT TO DOCK HOSES Hose (Hoses) Flexible tube consisting of a lining, reinforcement, and outer cover with end-fittings to permit attachment to equipment or another hose. Internal Diameter Diameter of the hose bore. Kinking Distortion of a hose by excessive bending, leading to closure or partial closure of the hose bore and/or permanent deformation. Lining Innermost continuous rubber or synthetic material element of the hose. Mandrel Rigid rod or tube of circular cross-section won which hose are manufactured. Maximum Allowable Working pressure See section “Definitions on Pressure Ratings” within this appendix. Maximum Working Pressure See section “Definitions on Pressure Ratings” within this appendix. Megger A battery operated instrument for measurement of electrical resistance (ohms) of materials, i.e. hoses. Term comes from name of a British company whose equipment is commonly specified for this instrument. Minimum Bend Radius (MBR) See Bend Radius. Nipple See Built-in Nipple (BIN). Nominal Bore Reference to hose bore in terms of whole unit to nearest pipe diameter. Non-conductive See electrically discontinuous. Operating pressure See section “Definitions on Pressure Ratings” within this appendix. PicoSiemens/meter A unit of electrical conductivity measured in terms of the reciprocal of resistivity. (1 picoSiemens per meter = 1 x 10-12 ohm-1 m-1) Ply Layer of reinforcing material. See Reinforcement Proof pressure See section “Definitions on Pressure Ratings” within this appendix.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 37 of 47 Date December, 1999

APPENDIX A (Cont) DEFINITIONS WITH RESPECT TO DOCK HOSES Rated Working Pressure See section “Definitions on Pressure Ratings” within this appendix. Reach Total hose string length need to meet envelope requirements and maintain individual hose minimum bend radius. Reinforcement wire Material used, generally steel wire, to provide strength resistance to internal pressures. Rough bore hose Rubber hose where the reinforcing helix of wire, or its shape, is exposed to the bore interior surface. Rubber hose Hose made of rubber material and reinforcement materials which are vulcanized (cured) to cement the hose into a contiguous tube. Service pressure See section “Definitions on Pressure Ratings” within this appendix. Smooth bore hose Rubber hose where no reinforcement wire, or its shape, is exposed to the bore interior surface. Softwall hose Rubber hose without a supporting wire reinforcement. Shut-in pressure See section “Definitions on Pressure Ratings” within this appendix. Static Accumulator A liquid with conductivity less than 50 picoSiemens per meter which is capable of retaining a significant static charge. Static Electricity Electricity produced by dissimilar materials through physical contact and separation. Surge pressure See section “Definitions on Pressure Ratings” within this appendix. Test pressure See section “Definitions on Pressure Ratings” within this appendix. Tube An internal hose lining made of a continuous section (extruded). Twist Turn about the longitudinal axis of a hose when subject internal pressure or external torsional forces. Vacuum Internal pressure that is significantly lower than atmospheric pressure.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 38 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

APPENDIX A (Cont) DEFINITIONS WITH RESPECT TO DOCK HOSES Vacuum test Test where the hose bore is subject to a vacuum to check resistance of internal liners against collapse. Wire reinforcement See Reinforcement wire. Working pressure See section “Definitions on Pressure Ratings” within this appendix.

DEFINITIONS ON PRESSURE RATINGS Definitions of pressure ratings are provided in this portion of Appendix A on Definitions due to the importance to the design of hoses and also to consolidate the various nomenclatures. The definitions within the section “Definitions on Pressure Ratings” within this appendix relate only to internal pressure. A schematic illustration of pressure definitions is provided in Figure A-1 of this appendix. PRESSURE Pressure refers to the internal hydraulic force applied uniformly over the inside surface of the hose. The hydraulic force may result from liquid or vapors being conveyed by the hose. The pressure is generated by the shore or vessel pumps and/or the static head of the fluid. Pressure is measured by an atmospheric pressure gage as pounds per square inch (psi). This representation defines the pressure as that pressure above standard atmospheric pressure and is more precisely defined as "psig". However in terminology of hose pressures, universally measured by atmospheric gages, the term psi is commonly used. DEFINITIONS ON PRESSURE RATINGS Burst Pressure that causes a hose to fail by rupture, leakage, or bulging. As use for new hoses this pressure is referred to in the prototype testing of the hose design. For a successful prototype hose, the Burst pressure would exceed the Burst Test pressure. Burst Test Maximum pressure that a prototype hose must hold without failure to confirm the hose design / manufacturing of each specific hose type. The pressure must be applied in a specific fashion and held for a prescribed time without hose failure. Exxon requirements, IP 3-11-1, define Burst Test pressure as a multiple of Rated Working Pressure, i.e., 4 times RWP, and holding time as 10 minutes. Other standards may use other rated pressures for this multiple. For example, the European Standard EN-1765 uses 4 times Test pressure with a holding time of 1 minutes. Factory Test Pressure, as used by some standards (British Standards), to refer to the Test pressure which is applied in the manufacturing of the hose to verify quality of production run hoses. Maximum Allowable Working (MAWP) Pressure commonly used to define their hose equipment limitations in terms of the expected maximum pressure the hose will be subject to during cargo transfer operations. This pressure rating is not expected to account for surge pressures. The pressure is equivalent / same as Rated Working pressure (RWP). MAWP is a standard referenced used by the United States Coast Guard for marine terminal regulations in the United States. Maximum Working (MWP) An abbreviated term used for several pressure definitions which can cause confusion. In using this term, the actual application should be clearly defined. Term sometimes used to define maximum pressure the hose will be subject to during cargo transfer, which makes it equivalent to Rated Working Pressure (RWP) and Maximum Allowable Working Pressure (MAWP). MWP is used by International Standards Organization (ISO) to designate the hose design requirements which is interpreted to more precisely correspond to Test Pressure. EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 39 of 47 Date December, 1999

APPENDIX A (Cont) DEFINITIONS ON PRESSURE RATINGS Operating Pressure is deemed a common expression to define the normal pressure that would be experienced by the hose during cargo transfer. This would generally reflect the cargo pump operating pressures or hydrostatic pressure from a static system. The pressure is equivalent / same as Working pressure. Operating pressure has been used by some Marine Industry Codes (International Bulk Carriers) for defining design standards for burst pressure. Proof Pressure applied to a sample section of production run hoses to insure quality. Referenced by the European standard EN-1765 as equal to 1.5 times Test pressure. Rated Working (RWP) Pressure defined the maximum pressure imposed by the cargo system, i.e. pump shut-in plus any static head or cargo system safety valve relief setting. This pressure rating is not expected to account for surge pressures. The pressure is equivalent / same as Maximum Allowable Working pressure (MAWP). RWP is used by Rubber Manufacturers Association (RMA) standard IP-8 to define hose design requirements. Service Pressure sometimes use to define the maximum pressure during the service life of a hose. The pressure is equivalent / same as Test pressure. European standard EN-1765 refers to service pressure, but does not specifically prescribe a definition to its use. Shut-in Pressure resulting from cargo pumps reaching a no-flow situation where the pump will generally shut down. This is the maximum pressure the cargo pump can develop. Surge Pressure is the momentary buildup in internal pressure caused when the moving cargo fluid is rapidly stopped as in the situation where marine vessel or dock valve is quickly closed. The surge pressure would be additive to the existing pressure in the cargo system. Surge pressure will depend on the particular cargo transfer system and would need to be assessed for each marine terminal cargo transfer system. Defining Test pressure should include consideration of surge pressures. For rare / occasional surge pressures, industry codes accept additive pressures of 20 to 30% on the cargo system design. Therefore terminals using MAWP or RWP should consider a minimum of 20 to 30% increase in defining the hose test pressure. Exxon requirements (IP 3-11-1) prescribe a 50% increase to RWP (1.5 x RWP) in defining the test pressure. Test Pressure that establishes the hose design requirements. The Test pressure would be used for confirmation / suitability pressure tests during manufacture or field maintenance. Test pressure is to equal or exceeds the maximum pressure the hose should experience in service including any allowance of surge pressures or regulatory testing. European standard EN-1765 references Test pressure for hose design. Working Pressure is deemed a common expression to define the normal pressure that would be experienced by the hose during cargo transfer. This would generally reflect the cargo pump operating pressures or hydrostatic pressure from a static system. The pressure is equivalent / same as operating pressure.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 40 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

Burst Test Pressure

Notes: 1. Factor of 1.5 may vary as defined by user or local/national requirements. 2. Factor to define Minimum Burst Test Pressure dependent on hose service and may vary as defined by user or local/national requirements. 3. Test Pressure > RWP, MAWP, and "Pressure + Surge"

Burst Pressure

Figure not to Scale

DP31GfA1

FIGURE A-1 SCHEMATIC ILLUSTRATION ON RELATIONSHIP OF PRESSURE DEFINITIONS

4.0 to 6.0 Times (2)

Proof Pressure

1.5 Times

Section

MARINE TERMINAL

Factory Test Pressure Service Pressure

1.5 Times (1)

Test Pressure (3) "Pressure + Surge"

MAWP - Max. Allowable Working Pressure RWP - Rated Working Pressure Shut-in Pressure

Working Pressure

0

Increasing Pressure

Operating Pressure

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

EXXON ENGINEERING

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 41 of 47 Date December, 1999

APPENDIX B – LIQUEFIED HYDROCARBON GAS (LHG) MARINE CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENTS (EXCERPTED IN ITS ENTIRETY FROM ER&E MEMORANDUM 93-CMS2-010, JANUARY 13, 1993) RECOMMENDED PROCEDURE Using this appendix, ER&E recommends that risk assessments be performed on a case-by-case for liquefied hydrocarbon gas (LHG) marine cargo handling systems. The procedure applies to both existing and new systems. The assessment determines the means to minimize the risk of a fire / explosion from excessive vessel movement or from cargo equipment defect failures. In some cases this could result in the need to upgrade existing facilities. The procedure considers: 1. Frequency of vessel callings. 2. Maximum potential spill size. 3. Loading versus discharging operations. 4. Kind of cargo transfer equipment. 5. Protective equipment to reduce the risk of a fire / explosion. 6. The quality of the operating procedures / practices, personnel training / skills and supervision. 7. Local factors, such as wind strength. The risk matrices included in the procedure give proposed probabilities and consequences which were qualitatively determined rather than based on historical data. They assume that the marine cargo transfer system is equipped with emergency isolation as per ER&E's recommended procedure "Emergency Isolation", and that the berth design is consistent with ER&E's recommended procedure "Electrical Area Classification". Both of these are provided in Section I of this Design Practice. COMMENTARY Applicable Service As a basic premise, only loading arms are recommended for refrigerated products, because of hose technology limits. Both hoses and loading arms can be considered for pressurized service, depending upon the assessed risk levels. Spill Size Controlling the spill size if a principal mitigative measure (means for lowering consequences). The level of risk for an explosion is much greater when a spill exceeds 0.5 tonnes. For smaller quantities, it is unlikely that a flammable cloud will form, and it is unlikely that the cloud will find a source of ignition. Therefore, it is extremely unlikely that an unconfined vapor cloud explosion will develop when quantities of LHG are less that this amount. For this reason the consequences of such a spill will be limited, as noted in the risk matrices. Protective Equipment / Systems There are a number of protective equipment and systems that can be considered as preventive measures (means for lowering probabilities) for LHG fires / explosions and/or as mitigative measures for limiting spill size. The equipment and systems can be used singly or in combination, to control risk. The discussions that follow cover both proven and unproven equipment and systems, as related to marine cargo transfers. 1. Proven Equipment / Systems: Various proven protective equipment and systems include: a. Emergency Release System (ERS) Loading arms can be fitted with ERS's that allow for a rapid dry break disconnection from the marine vessel's cargo manifold. Typically, they can be remotely activated by operator intervention and/or automatically by a range monitor. ERS's are considered the final means to protect the arm from damage due to excessive vessel motion. Also, disengagement of a loading arm by an ERS is a significant event. Therefore, ER&E does not recommend activating ERS's by other protective equipment, such as anemometers. b. Loading Arm Range Monitors For some time, range monitors have been in use on loading arms to detect excessive vessel motion in the berth. The most common means employ limit switches, both to measure movement off berth and up/down the berth. Sonar or ultrasonic sensors are alternatives to limit switches to detect ship movement off the berth (drift off). These kinds of sensors have the advantage that they can be set to alarm at the same degree of horizontal motion regardless of the vessel's deck elevation. In some instances, and where passing ships are not a problem, limiting monitoring to drift off with sonar or ultrasonic sensors may be sufficient.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

Page

XXXI-G 42 of 47 Date December, 1999

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

EXXON ENGINEERING

APPENDIX B (Cont) LIQUEFIED HYDROCARBON GAS (LHG) MARINE CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENTS

2.

Dual range monitoring systems are recommended. When the inner zone is violated, an audible and visible alarm occurs. When the outer zone is violated, the signal automatically: activates other protective equipment, such as emergency release systems (ERS's) and emergency block valves (EBV's), generates audible / visible alarms distinct from those of the inner zone, and shuts shore pumps. The system also should allow operator intervention to generate or interrupt either signal. Range monitors provide a rapid detection of vessel movement. When used in combination with ERS's, a dry break capability from the vessel's manifold is possible, thereby avoiding spills, fires and explosions. c. Anemometers At many berths, the safety of the moored ship is effected by winds. For this reason, anemometers are recommended to record the wind speed and direction and to sound alarms. One recent innovative application of anemometers is to use the high wind signal to automatically activate EBV's and shut shore pumps. For LHG service also recommended is a low wind alarm to warn of still air conditions. d. Mooring Line Load Monitors To assist with controlling and monitoring the moored vessel's safety, direct mooring line load measurement is recommended for locations with severe environments or for berths with difficult passing ship problems. Unproven Systems / Equipment: There are several other protective equipment and systems that do not represent proven technology and/or there is no experience in marine cargo transfer service. Therefore, careful consideration is recommended before the following devices are employed: a. Gas Detectors ER&E has no experience with gas detectors in dock service. Detectors may be vulnerable to salt spray fouling and may not be able to detect a gas cloud on congested docks. For gas detectors to work at all they would need to be properly selected, located and maintained. Because of the expressed uncertainties, ER&E is available to assist affiliates interested in considering gas detectors on docks. b. Excess Flow Systems There are two known methods for automatically shutting in pipelines by detecting excess flow: self-contained / valve actuation systems and excess flow valves. Proprietary self-contained sensing and hydraulic / pneumatic valve actuation systems are available to limit the size of a spill. Without depending upon remote signals, the system automatically closes the valve upon rupture of the downstream hose or loading arm. The valve actuator, which can be installed on existing rotary or linear operator valves, is activated either by excess rate of change of pressure drop or by low downstream pressure, or both. To ER&E's knowledge self-contained sensing / valve actuation systems have not been used for marine terminal applications. Therefore, it is not certain that they are applicable for such service. They look practical for loading operations, but not necessarily for discharge operations. For a loading operation, the valve / actuation system would be located in the shore piping as close to the hose or loading arms as practical. For a discharge operation, they would have to be fitted to the presentation flange of the hose or loading arm. It's not clear that in this location the system would work reliably and, for hoses, that the weight would be manageable. Therefore, further investigation is necessary to ensure that self-contained sensing / actuation systems are feasible in general and reliable for both loading and unloading operations before ER&E could recommend them. An excess flow valve is another potential means for limiting the size of a spill from a hose or loading arm failure. The valve closes automatically with the increase in pressure drop that occurs when flow exceeds a predetermined rate. Like a check valve it functions in one direction only, without external actuation. These valves often are used in bulk LHG trucks and rail cars, and in bulk tanks at distribution centers. However, to ER&E's knowledge they have not been used for marine cargo transfers where sizes and flow rates are larger. As a consequence, the same comments made earlier concerning the feasibility of using self-contained sensing / valve actuation systems for marine transfer apply as well to excess flow valves. c. Hose Range Monitors ER&E knows of only one application of a type of range monitor used with hoses. It involves a pneumatic line fitted to the ends of the hose. When the ship moves excessively, the pneumatic line breaks, sending a signal to close valves and set off alarms. ER&E has no first hand information about this hose range monitoring system, and further investigation would be necessary to establish the design and prove its reliability and operability.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES PROPRIETARY INFORMATION - For Authorized Company Use Only

DESIGN PRACTICES Section

Page

XXXI-G 43 of 47 Date December, 1999

APPENDIX B (Cont) LIQUEFIED HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT PROCEDURE This procedure determines the means to minimize the risk of a fire / explosion from excessive vessel movement or from cargo equipment defect failures. It is applicable to both existing and new facilities, and in some cases could result in the need to upgrade existing facilities. The steps to assess the risk and the corresponding equipment are: Step 1. Develop the Applicable Scenarios / Cases The attached Scenarios / Cases Table shows the codes used to identify the cause of the spill and the kind of protective equipment installed to control the spill size. Causes for spills from damage to cargo transfer equipment include: 1) movement of the ship in berth due to strong environment (winds, waves, or currents) or ship traffic passing too close and/or moving too fast, and 2) defects in the hoses or loading arms themselves. Step 2. Determine the Probability Category Determine how frequently the cargo transfer equipment will be used, and then select the appropriate category: Frequent Service or Infrequent Service (refer to attached matrices). Frequent service is at least 4 ships / mo. @ 30 hours of cargo transfer per ship. Infrequent service is not more than 1 ship / 2 mos. @ 30 hours of cargo transfer per ship. For frequencies between these values, select the closest category and adjust the probabilities, as appropriate. The basis for the probability of each cause is given in the Scenarios / Cases Table notes. Factors which could increase or decrease the probability of the causes occurring are noted in the table as well. The probabilities also are effected by what kinds of protective equipment are installed. Each location, berth operation and installation needs to be evaluated individually and the proposed probabilities adjusted accordingly. Step 3. Determine the Consequence Category Base the selection on the maximum quantity that would be released. The quantity is dependent upon: the flow rate; the quantity in residence in the hose or loading arm (refer to Figure B-1); the location, type, and closure rate of isolation equipment installed in the ship and in the shore piping; operator response time; and the potential for back flow. Unlike other products LHG vaporizes readily, so shutting off pumps reduces flow but will not stop it. Therefore, depending upon the isolation equipment installed, back flow may occur either from the ship or from the shore and needs to be considered when determining the spill size. When the maximum quantity is greater than or equal to 0.5 tonnes, the Consequence Category recommended is I. When the maximum quantity is less than 0.5 tonnes, the Consequence Category recommended is III.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 44 of 47 Date December, 1999

EXXON ENGINEERING

PROPRIETARY INFORMATION - For Authorized Company Use Only

APPENDIX B (Cont) LIQUEFIED HYDROCARBON GAS (LHG) CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT SCENARIOS / CASES

CAUSE

CODE DESIGNATIONS FOR PROTECTIVE EQUIPMENT CASES(1) NONE

Environment / Passing Ships (3)

OTHER

ERS(2)

1N 1O(4) 1E

Equipment Defect – Hoses (5)

2N

Equipment Defect – Loading Arms (5)

3N

2O(6) 3O(6) Notes: 1)

These codes are used with the accompanying risk matrices to identify a particular case: a scenario and any protective equipment either already installed or to be installed. For example, code "2O" involves a hose failure due to a defect, and there is protective equipment installed.

2)

Includes an emergency release system (ERS) able to be automatically activated by a range monitor excessive movement signal. See also applicable comments in Note (5).

3)

Probabilities will be effected by the frequency of strong environments and/or passing ships, and the quality of mooring management practiced at the berth. The probabilities noted on the risk matrices assume medium exposure to winds, waves, currents or passing ships, and assume personnel are adequately trained / supervised in proper mooring management.

4)

Possibilities include one or more of the following: a) automatic activation of an emergency block valve type D (EBV-D) by one or more of the following protective devices: gas detectors, an anemometer, a mooring line load measurement system, and/or a range monitor; b) an excess flow system.

5)

Probabilities will be effected by the hose, loading arm and protective equipment quality and operation: purchase specs., design, fabrication, NDT, operation (e.g. hose storage / handling, adherence to operating envelope, etc.), maintenance, inspection, testing, and the retirement criteria for hoses. The probabilities noted on the matrices assume equipment meets ER&E recommendations; and sound maintenance, testing, and operating practices are routinely followed.

6)

Possibilities includes automatic activation of an EBV-D by gas detectors and/or an excess flow system.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

EXXON ENGINEERING

Section

PROPRIETARY INFORMATION - For Authorized Company Use Only

Page

XXXI-G 45 of 47 Date December, 1999

APPENDIX B (Cont) LIQUEFIED GAS MARINE CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT FREQUENT SERVICE MATRIX(1) PROBABILITY A C O N S E Q U E N C E S

I

B

C

D

1N> 2N>

1O> 2O> 3N>

1E> 3O>

1N> 2N>

1O> 2O> 3N>

1E> 3O>

E

II

III

IV

Notes: 1)

Cargo transfer equipment is frequently used when there are at least 4 ships / mo. @ 30 hrs / ship.

2)

≥ 0.5 tonnes released.

3)

≤ 0.5 tonnes released.

4)

The probabilities and consequences noted were qualitatively determined rather than based on historical data.

LIQUEFIED GAS MARINE CARGO TRANSFER FIRE / EXPLOSION RISK ASSESSMENT INFREQUENT SERVICE MATRIX(1) PROBABILITY A

C O N S E Q U E N C E S

I

B

C

D

E

1N> 2N>

1O> 2O> 3N>

1E> 3O>

1N> 2N>

1O> 2O> 3N>

1E> 3O>

II

III

IV

Notes: 1)

Cargo transfer equipment is infrequently used when there is no more than 1 ship / 2 mos. @ 30 hrs / ship.

2)

≥ 0.5 tonnes released.

3)

≤ 0.5 tonnes released.

4)

The probabilities and consequences noted were qualitatively determined rather than based on historical data.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES Section

MARINE TERMINAL

CARGO TRANSFER EQUIPMENT DOCK HOSES

Page

XXXI-G 46 of 47 Date December, 1999

EXXON ENGINEERING

PROPRIETARY INFORMATION - For Authorized Company Use Only

APPENDIX B (Cont) RISK MATRIX C O N S E Q U E N C E S

PROBABILITY CATEGORY

PROBABILITY

DEFINITION (1)

A

Possibility of repeated incidents

I

B

Possibility of isolated incidents

II

C

Possibility of occurring sometime

III

D

Not likely to occur

IV

E

Practically impossible

A

B

C

D

E

CONSIDERATIONS CONSEQUENCE CATEGORY HEALTH / SAFETY

PUBLIC DISRUPTION

I

Fatalities / Serious Impact on Public

Large Community

II

Serious Injury to Personnel / Limited Impact on Public

Small Community

III

Medical Treatment for Personnel/ No Impact on Public

Minor

IV

Minor Impact on Personnel

Minimal to None

ENVIRONMENTAL IMPACT Major / Extended Duration / Full Scale Response Serious / Significant Resource Commitment Moderate / Limited Response of Short Duration Minor / Little or No Response Needed

FINANCIAL IMPACT Corporate

Regional

Site

Other

Note: 1)

To extent possible, estimates of Probability and Consequences should be derived from experience during life cycle of similar operations. Industry experience should be considered when limited experience is available.

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

DESIGN PRACTICES

MARINE TERMINAL EXXON ENGINEERING

CARGO TRANSFER EQUIPMENT DOCK HOSES

Section

Page

XXXI-G 47 of 47 Date December, 1999

PROPRIETARY INFORMATION - For Authorized Company Use Only

APPENDIX B (Cont) FIGURE B-1 LHG WEIGHT IN CARGO TRANSFER EQUIPMENT LHG Weight Based On Volume Of Contents

1.5

1.5 Nominal Diameter 16 in.

12 in.

LHG Weight - Metric Tons

1

1

10 in. 8 in. 0.5

0.5 6 in.

4 in. 0

0 20

40

60

80

100

120

140

Length (first valve to end), ft

Graph based on: 1. Specific Gravity of LHG = 0.5 2. Nominal pipe or hose diameter 3. Full contents of equipment vaporizes to atmosphere

EXXON RESEARCH AND ENGINEERING COMPANY - FLORHAM PARK, N.J.

160

180 DP31GfB1