By

John J. Ziccardi, Hewitt-Robins, Inc., Div. of Litton Industries

Selection of Hose Systems for SPM
Tanker Terminals
1152
PAPER OTe
NUMBER
THIS IS A PREPRINT --- SUBJECT TO CORRECTION
OFFSHORE TECHNOLOGY CONFERENCE
6200 North Central Expressway
Dallas, Texas 75206
Copyright 1970
Offshore Technology Conference on behalf of American Institute of Mining, Metallurgical, and
Petroleum Engineers, Inc., The American Association of Petroleum Geologists, American Institute
of Chemical Engineers, American Society of Civil Engineers, The American Society of Mechanical
Engineers, The Institute of Electrical and,_ Engineers, Inc., Marine Technology Society,
Society of Exploration Geophysicists, and Society of Naval Architects & Marine Engineers.
This paper was presentation at the Second Annual Offshore Technology Conference
to be held in Houston, Tex., April 22-24, 1970. Permission to copy is-restricted to an abstract
of not more than 300 words. Illustrations may not be copied. Such use of an abstract should
contain conspicuous acknowledgment of where and by whom the paper is
Abstract
Deepwater tanker terminals in-
corporating the single point mooring
principle are becoming quite common
in the modern of:fshore oil
complex, both for loading export
ships at prnduci.ng-areas and-
L1Dloading at processing locati.ons.
Large crude oil reserves and
VOll-lme pro-duct ion capability nmst be
augmented cy larg<;: and dependacle
transportation systems to
mote oil fields to remain competitive.
starving storage capacity and de-
creases in production.
Operational and environmental
conditions must te studied and all
available hose designs considered
cefore an SPM hose system can 1:e
finalized. This paper will review
these factors by following simplified
calculations for a hypothetical
terminal. It will show how to' select
and combine individual hose designs
into an efficient, effective and
economical SPM bose system.
In:trodl.lCtion
Super-sized export tankers de-
mand. rapid. loading and unloC\.ding. At
Single Point_Moorings, tbey require
large diameter hose systems to
achieve maximum cargo transfer rates.
Proper selection of sur face -and
sut-surface hose types can assurB
dependable terminal utilization.
Impro:r>er select :r?-suJ. tin
unnecessary tanker delay, drowning or
-_.----- -----::-::-...------:-----------
References and-illustrations at end
of paper
De0pwatertanker terminals in-
corporating the single point mooring
principle have tecome quite common
the modern off-shore oil production
complex, toth for load.ing export ships
at crude terminals and offloading at
processing locations. The military
is also using SPM systems to offload
refined products at storage areas.
Large crude oil reserves and
volume production capabilities must
be augmented ty large and dependable
transportation systems to allow
!-84
SELECTION OF HOSE SYSTEMS FOR SPM TANKER ,TERMINALS OTC 1152
reolote oiJ.fields_ to remain comneti-
tive. The spectaculargrowtl1 in,
tanker sizepresen't s"new problems for
cargo loading and .o.isch,arging.
(Figures 1 & 2)
10.
11.
Throllgh put desired.
prod.uct or products to 1::e trans-
ported
Mammoth tankers ot 300,000 dead
weight ton class are here today.
Twelve years ago, there was one tanker
in use in the 100,OaO dea<.l weight ton
class. Single point mooring systems
have proven their ability to cut down
turn-around. time. Zueitina, Libya
has experienced 'loadin g time reduc-
tions through the w.QrJ.d' s first 24
fl
hose SPM system, installed July 1968,
from 50 hauLs to 27_JlOtJrs. (Figure 3)
Proper selection of surface and
sub-surface assure depend-
able terminal. utilizati,on. _Improper
select ion can r.e su], t in unnec:8ssa:rY
tanker delay, starving storage capa-
city and lost producti on.
Operational and environmental
conditions must be..studied and all
available hose desj_gn s considered
before, an sprvr Syst.era can be :finaJ,izeg-'.
SP\Vi Hose
In the common SPt'I concept there
are actually two
(Figure 4). One connecting the PLEM
(Pipeline End Manial.d) with the mani-
:fo1ds under. the cuoy and one floating
on the from the buoy to the
ta,n]"er manifolds. The fQllowing are
factors used .in de_termining the length
of these hose o,n<;1 the .COIl.st:ruc:-
tions of, thevCl,J;:iQus bose
be incorpor?Jed ..
J. Hean Nater dej:)th
2. Depth at lovl tide and high tide
3. Maximum wave height
4. Position of euoy relative to
pipeline header
S. f\1aximum mooring distance of_tanker
6. Maximum tanker size
7. Maximum elevation of tan[<ex mani-
folds 'when light
8. Maximum tanker mani-
folds to t_anker rail
9. RatecLworking of hose
required ..
The configuration of the sub-
surface or underbuoy system depends
primarily on three factors; water
depth at high tid.e, water depth at
low tide and the position of the
1::uoy relative to the pipeline headsr.
Figure (5) shows the "tear drop"
'or "Chinese Lantern" configuration
used in areas where there is little
tide variances or When the position
of the buoy is directly over .the: PLEM.
Flotation collars designed to
withstand external water pressures, are
attached to tbe hose strings. These
collars serve three purpose.s. They
provide sufficient buoyancy to the
deeper hoses to prevent them from
chafing on the ocean floor, they lend
support to the whole string of hoses
reducing the end load on the upper hose
lendths, and they can be positioned
in such a manner to predict and control
the cending radii of eaGh length of
hose.
The "Lazy 5" underbuoy configv:):'a:-
tion (Figure 6) is used when there is
a great tide variance or when the buoy
is not directly over the pipeline
header. Again, flotation collars can
be used to protect the hose from
chafing, sharp bends, and endload.
Buoyancy tanks attacbed between flanges
of the hose lengths are also being_ used
for these purposes. In add.ition to
providing buoyancy, the tanks also act
as hose in multiple line
systems. They can also be ballasted.
for on-job buoyancy corrections.
To determine the overall length
of theundercuoy hose system, the
maximum and minimum distances between
the buoy manifold and the pipeJ.ine
header are laid out on a scaled ,dxawiJ,Jg.
Tide variances, mean d.epth,
lateral and. vertical buoy movements,
and the position of the buoy relative
to the header, are the factors
JOI1N J.
OTC 1152
considered.. A curved line is-plotted
_the pipeline header to the buoy
manifold at its maximum distance, to
allow the hose to drape :(reely and
c
not be subject to undue stresses. The
length of this scaled curve then be-
comes the length of underbuoy hose
system. The same length is then
plotted to the minimum distance be-
tween the buoy and the pipeline in a
manner to insure the smallest radius
in the line does not exceed the mini-
mum bend of the hose. The
radii of each curve are controlled by
placement of flotation -collars or
buoyancy tanks. weight,
and displacement of the hose, along
with the specific gravity of the
products being transported by the
hose, determine the number of
buoyancy units to be used and their
placement along the hose length.
For maximum hose safety, whether
a "Lazy S" or "Chinese Lantern" con-
figuration is used, the ultimate de-
sign of the unclerbuoy system is to
insure that the hose will not contact
the ocean floor, or the hull of the
moored tanker, at low tide, and will
not become a tensrol1Eed mooring line
between the buoy and-the ocean floor
at high tide. The final configurat:i.on
design- is usually a collaboration of
both hose and buoy manufacturers.
Hose Systems
The size and weight of the tanker
determines the letigth of the floating
hose system. These two factors along
with the weather conditions, govern
the distance reql.lired for the tanker
to layoff the buoy while transporting
product.
The hose must be of sufficient
length to reach th.e tanker manifolds
at their maximum from the
buoy. That is, the largest tanker,
at its lightest state. Added to the
straight line distance between the
manifold of the ship and the buoy,
is a safety factor of sufficient hose
to allow the bose strings to follow
the tanker as it weathervanes on the
buoy and to prevent sharp bends or
1-85
tension. Wave action and current
forces on the hose strings are con-
sidered.
It has been found in existing
SPM systems, that when a tanker,
smaller than the maximum size for
which the system has been designed,
is at the buoy, the hose line forms
a loop along the tanker side with no
damage to itself.
Hose can be made buoyant by
attaching flotation collars to each
length in sufficient quantity to
give desired reserve buoyancy. There
are aI1proximately six float designs
in use tod.ay to obtain the buoyancy
needed. The number of floats attached
is dependent upon each manufacturer's
hose dimensions and weight per length
in addition to the specific gravity of-
tbe product to be transported. The
standard method of calculating flota-
tion requirements, however, is based
on the hose being filled with sea water.
This adds an -additional margin of
safety the reserve buoyancy of the
system.
With the introduction of integral
floating hose, flotation collars have
become a second choice to support hose.
Integral floating hose or self-buoyant
hose has the flotation media built
into the hose carcass. The first 24"
integral floating hose system went on
stream at Esso, Marsa El Brega, in
November, 1969.
Although hoses with floats
attached have been in service for
many years, they have encountered
problems which integral floating hose
eliminate. External floats are sub-
ject to damage and deterioration from
the elements, marine growth, and from
fishermen who have' been known to cut
off sections o floats to use on theiL
nets. Even seagulls pecking at marine
growth have caused damage to floats.
In multiple line systems, flQats can
be severely damaged in heavy seas when
adjacent lines are continually coming
in contact. high reserve
buoyancy is required to absorb the loss
of float displacement due to damage
1-86
SELECT ION OF HOSE SYSTEMS FOR SPM TANKER TERMIN-AL:S OTC 1152
and. the replacement of floats can be Mooring Buoy will surface from its
a major maintenance cost item. Inte - sea bed. resting posit i-on within thirty
gral floating hose allows a lower re- (30) minutes. The exact positive and
serve buoyancy, thus letting the hose negative buoyancy calcul.at.ions pro-
float lower in the water and sueject vide the optimum surface location
to less flexing and. wave forces. during discharge as well as sufficient
sea bed. anchorage force to prevent
Float Sink hose shifting when not in use. Air .
and. water used to operate the Float
Recently, Float .Sj.nkHose Systems Sink System are pumped. Zrom the Mono
have appeared. in areas where military Mooring Buoy. The Buoy is equipped
strategy or local surface traffic so with an air compressor, storage tanks
dictate. Perhaps the most interesting and. water pump.
offshore terminal evex developed. is
the unit currently being used. at a Hose Designs
U.S. military facility located near
.-
Hakozaki, Japan,in Tokyo Bay. A The construction of hose used in
smaller, less complicated. unit of an SI?M system is smooth bore design,
similar design has been operational reinforced with wire or fakric cord.
at Koshiba, Japan, since November of and large diameter helical steel wire.
1968. (Figure 7). Pressure ratings of 225 pounds-per sq.
in. are most common although higher
The Hakozaki Terminal is an SPM pressure rated hose is available.
unit designed. to accommodate tankers
up to 100,000dead. weight tons. The Built-in steel nipples extending
cargo discharge hose system for this from the hose ends are either ruhbex-.
terminal consists of four (4] product covered or coated. with a corros+n re-
lines or strings_, each 735 ft. in sistant . Flanges welded to the nipples
overall length. One (1) pair of are used to couple individual lengths
cargo hose lines is,l.6.nominal in- together to form the required. string.
side diameter and designed. for fuel (Figure S).
oil txansfer. The second. paix i s 12
in size and. conveys JP5 Jet Fuel and. The basic design of unclerkuoy
multi-product fu@ ind.epend.ently,
and, floating hose is very similar,
The 16 and 12 surface systems are unless the water depth dictates a
attached. to a single Mono MOOring . higher crush resistance for the sub-
Buoy and must float when in use and surface -hose. This can he accomplished.
sink to the sea.ced when not in op.era- by increasing the wire area and/or
tion. This is accomplished. by the use diameter of the helical wire. The
of a third satellite hose added. to rubber compounds used throughout the
each product.pair assisted. by four hose carcass are highly resistant to.
(4) special Float Sink assist buoys petroleum yrod,ucts, both crude and. re-
actuate by separate hose. systems. fined, weathering, sea water, and.. : .
These sep-arate hose systems are in- abrasion. Design kurst pressure is
side the satellite hose. 5 to 6 times the rated. working pressure.
The flotation media used. for either
The Hakozaki and. Koshiba termi- the surface or the sub-surface hoses
nals are located in typhoon areas is not considered. when designing the
where wind. velocities may reach 60 construction of the hose carcass.
knots. ,Water depth is 60 feet mini- Working pressure, safety factor to
mum with. 2,0=foot___~~e heights and. a burst, and. external pressure, are the
5.8 foot tidal rise. Surface current
4
prime concerns.
is atout 3 knots. The Hakozaki .Float
Sink Hose Systen~__includ.e:&er .IWO Two other hose constructions are
(2) miles of various hose designs used. to complete the total SPM system..
ranging in bore size from 3/4 The length of hose connected to the
through .16: ..Theen.ti.rehose system buoy manifold. is subject to the
linking the tanker to the Mono greatest amount of flexing and. stress.
I
OTC 1152 JOHN J. ZIC!CARDI
I-87
.
A special construction incorporating The buoy is located approxiinately
tapered rigidity is used to prevent 10S feet from the ETJEM in 100 ft. of
concentrated hose stress and flexing water. The tide of 2 ft. and the
immediately behind the built-in wave height o.f 25 ft. necessitates
nipp~e. Because of the tapered hose the 180 ft. und.erbuoy string forming
caxcass, stress is distributed over a lazy S
,,~ollfiguration.
two-thirds of the hose length. This
variable flexible hose design (Fig- Since the tankers using this
me 9) can also be used. in the under- berth are not equ~.pped to lift 24~1
buoy hose strings when an abnormal hose filled with products, the single
amount of hose flexing is anticipa- line of 24r! hose was reduced. to two
ted at the buoy end. or at the pipe- 16!! lines bymeans of a self-buoyant
line-end manifold., Y~piece manifold..
The last length of hose on the At a maximum rate of velocity
tanker end, of the floating system is recommended by hose manufacturers
subject to the most severe abuse. (40 ft. per second), a single 24
This hose must be capable of wi.th- hose system can transfer 30,000 kar-
stand.ing cons-ta.ntabrasion against rels per hour. This F1OW rate wi~l
the tankerts hull, handling or mis- not be sufficient when the mammoth
handling by the ship~s crew while tankers come into use. Mul.ti.ple24!
connecting and. disconnecting from lines are already in use to double
the tanker manifolds and. end.load.sdue this rate and larger I.D. hose will
to th,e h~se and prod.uctsf weight sus- be installed in early 1970 to speed
pend.ed.from it to the water line. up tanker loading. Thirty inch in-
For these purposes, a hose construc- side diameter hose is now practical
ted. of multiple.layer.s o< extra heavy to build and thirty-six inch i.nsid.e
reinforcing material has proven to diameter hose will he availakle within
have longer- life. This hose also a year. Figure 12 shows the relation-
has a higher abrasion resistance and ship of flow rate to hose I.D. at the
heavier gauge cover $h.an the standard..
maximum recommended. velocity of 40. ft.
floating or und.erkuoy hose. per second.
Hose Size Conclusion
.
The transfer rate of products The single point mooring system
thxoucjh SPN systems_ has increased is cut one of the innunwrab.le inno-
almost proportionately with tl?,e vations in marine oil transfer systems
increase in tanker size. Systems . dependent upon flexible hose lines.
incorporating twin 16 hose lines a The fantastic growth in deep oil tech-
few years ago were then considered. nology is a constant challenge to the
the optimum in hose size. hose manufacturers. Development of
flexible rubcer lines to withstand
In July, 1968, the first 24TI the higher ~v.orkingpressures and
hose system was put on strezm at external crush resistance that have
Zueitj.na, Libya (Figures-10 & 11) and been demanded by the successful ex-
transferred close to 60,000,000 ploration and discovery of new petro----
barrels of crude oil during the first leum sources is continuous.
year.
Each system in use today is
This system, designed. to load. unique because of the variakles in-
tankers in the 100,000 dead. weight volved. Perhaps this paper has been
ton class and. larger consists of twin unjust in describing only two. It is
20 und.erkuoy hose lines each 180 hopeful that this paper will, howev= ,
feet long and. a single .24 floating serve to stimulate the imaginatj.on in
line 630 feet long tailing down to thinking toward the practical appli-
twin 16! lines 90fe-et long. cations and design of flexible rubber
pipelines.
u -.. ......=
1. oRIWW. TANKERF?
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Fig. 2 - Tanker size: T-2 VA 300,000 OWT.
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Fig. 1
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Fig. 3 - The first of Gulf Oil~s six 312,000 OWT
tankers, Universe I reland , being put through its
paces. The worlds biggest ship Is due_to come
into service this month on the Kuwait-B?ntrY
Bay run.
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Fig. 4
33A LSVEL
MOORING BUOY AND SWIVEL ARM [ 360* MOVEMENT ]
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Fig. 5 - Below buoy arrangementmost suitablefor low tidal waters.
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Fig. 6 - Below buoy arrangementmost suitablefor high tidal waters.
Fig. 7 Koshiba end of system towed to tanker.
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