183 La

Some Useful Notes on Marine Loading Systems
Parameters for Design
When designing Marine Loading Arms different parameters

need to be considered
Draught Change
Flange Set-Back
Flange Spacing
High / Low Water
Flange Set-Back &
Flange Spacing
Drift & Surge
Envelope
Flow-rates
Loading time
Manual or Hydraulic
Emcostrasse 2-4
35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
1
Draught Change
Vessels come out of the water because they are un-laden
Vessels sink into the water because they are laden
The below table gives some typical data:
TANKER DEADWEIGHT TYPICAL DRAUGHT

TONNAGE (DWT TONS) CHANGE (m)
1000 2.5 - 0
5000 4.0 - 0
10000 5.5 - 0
20000 6.5 - 0
50000 10.0 - 0
100000 12.0 - 1,5
250000 16.0 - 1,5
Draught Change
Water Level Tanker Light
Tanker Laden
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
2
Flange Set-Back (Oil & refined Product Tankers)
Manifold flanges
Set-Back
from
tanker side
TANKER DEADWEIGHT TYPICAL VESSELS

TONNAGE (DWT TONS) IN SERVICE
Min. Set-Back Max. Set-Back
1000 2.1 m 3.0 m

5000 2.4 m 4.9 m
10000 3.7 m 6.1 m
20000 4.0 m 6.1 m
50000 4.6 m 6.1 m
100000 4.6 m 6.1 m
250000 4.6 m 6.1 m
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
3
Flange Set-Back (LNG Carriers)
Manifold flanges
Set-Back
from
tanker side
TANKER DEADWEIGHT TYPICAL VESSELS

TONNAGE (DWT TONS) IN SERVICE
Min. Set-Back Max. Set-Back
All sizes 3.0 m 4.0 m
The distance of the presentation flanges inboard from the ship’s

side should not be less than 3 metres or greater than 4 metres.
Where practicable, such flanges should be presented on the

same fore and aft line.
Taken from “Recommendations for Manifolds for refrigerated liquefies Natural

nd
Gas Carriers” 2 . Ed. London 1994 Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
4
Flange Spacing (Oil & refined Product Tankers)
Tanker flange spacing
TANKER TYPICAL VESSELS IN SERVICE

DEADWEIGHT
TONNAGE FLANGE DIA. FLANGE SPACING (m)
(DWT TONS) (INCHES) Minimum Maximum
1000 6-8 0.6 1.5

5000 6 - 10 0.8 1.5
10000 6 – 12 0.9 1.5
20000 8 – 12 1.1 2.4
50000 10 – 16 1.2 3.0
100000 12 – 20 1.5 3.0 Emcostrasse 2-4
250000 16 – 24 1.8 4.0 35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
5
Flange Spacing (LNG Carriers)
Tanker flange spacing
TANKER TYPICAL VESSELS IN SERVICE

DEADWEIGHT
TONNAGE FLANGE DIA. FLANGE SPACING (m)
(Volume in m 3) (INCHES) Minimum
> 60.000 12 2.5

60.000 – 150.000 16 3.0
< 150.000 20 3.5
Minimum distance recommended between the manifold flange

centres. The distance should not be exceeded by more than Emcostrasse 2-4
half a metre. 35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
Gas Carriers” 2nd. Ed. London 1994
www.emcowheaton.de
6
Flange arrangement (LNG Carriers)
Loading System for carriers with a capacity less than 60.000 m3
Loading System for carriers with a capacity more than 60.000 m3

Gas Carriers” 2nd. Ed. London 1994
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
7
High / Low Water
Elevation of vessels as a result of change in water-levels needs

to be considered.
Limiting factors are:
smallest vessel laden at lowest low water Emcostrasse 2-4

biggest vessel light at highest high water 35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
8
Flange Set-Back & Flange Spacing
Minimum setback
and flange spacing
Jetty
Maximum setback
and flange spacing
Flange set-back and spacing need to be covered by the

operating envelope of a Marine Loading Arm
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
9
Drift & Surge
As a safety requirement drift and

surge of a tanker need to be
considered for the layout of a Marine Loading Arm.
Drift away from jetty
Jetty
Jetty Surge along jetty
The below table gives a guideline.
TANKER DEADWEIGHT TYPICAL DRIFT AND

TONNAGE SURGE FIGURES
(DWT TONS) (m)
5000 1.5
50000 3.0
100000 4.6 Emcostrasse 2-4
250000 4.6 ~ 6.0 35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
10
Envelope
The final envelope is a combination of the range of movements

as mentioned above:
• Tanker draught changes combined with tide levels

• Tanker manifold set-back combined with drift
• Tanker manifold spacing combined with surge
This sketch shows the actual volume, that can be swept by a

unit extended to it's maximum reach.
This increased volume should not be taken as an enlarged

envelope since stresses and manifold loads can be
considerably higher in certain portions of this increased volume.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
11
Typical flow rates & flange connection for marine units
BORE SIZE MAX. FLOW- RANGE OF FLANGES TO

(INCHES) RATE WHICH UNITS MAY BE
(TONS / HOUR) CONNECTED (INCHES)
6 500 6 4
8 1100 8 6
10 1750 10 8 6
12 2250 12 10 8
16 4000 16 (14) 12
20 6000 20 16
24 10000 24 20
Tabulated values are based on crude oil at average fluid

velocities through the pipe.
For light spirits, liquefied gases and chemicals, flow velocities

should be lowered and the overall flow-rate reduced
accordingly.
The weight of fluid in a unit together with operating wind

pressures apply loads to the ship's flange
The range of flange connections given show the smallest size

of steel flange to which a given size of unit may be safely
connected.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
12
Typical marine unit combinations

for a range of tanker sizes
TANKER DEAD- FLANGE TYPICAL SUGGESTED MARINE UNIT

WEIGHT DIA. TIME TO COMBINATIONS, NOT
TONNAGE (INCHES) UNLOAD INCLUDING BUNKERING OF
(DWT TONS) TANKER
1000 6-8 3h 1 x 6''

5000 6 - 10 6h 2 x 8"
10000 6 – 12 9h 2 x 8"
20000 8 – 12 12 h 3 x 8"
50000 10 – 16 12 h 4 x 10"
100000 12 – 20 18 h 4 x 12"
250000 16 – 24 18 h 4 x 16"
The table shows typical combinations of loaders related to

tanker size to give a reasonable turn round time at the jetty.
The larger tankers are often dependant on high tide conditions

for approaching or leaving the installation and hence a multiple
of 12 hours is the ideal solution. Allowing 18 hours for loading
or unloading leaves about 6-7 hours for mooring, connecting
and disconnecting port formalities etc.
For small tankers the unloading is usually controlled by the

available pump capacity.
Where a range of tankers is to be served, consideration must

be given as to whether large diameter arms could be connected
to the smallest tankers.
Where a number of products are to be handled, the prime

consideration may be the need to segregate the products to
prevent contamination. This can give installation up to 6 or 8
arms, but not all can be used simultaneously.
Installations can include more than one size of marine unit.

Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
13
Manual or Powered operation

of Emco Wheaton Marine Units
UNIT RECOMMENDATIONS
SIZE
(INCH)
6 Manual operation recommended - Power operation available

Manual operation recommended - Power operation available
8
Manual operation recommended for arm lengths up to 8.5 x 8.5 m
10
Powered operation recommended for arm lengths above 8.5 x 8.5 m
12 Powered operation recommended
Units may be manual controlled or hydraulically powered as

tabulated
Manual and hydraulic units should not be mixed on the same

jetty
Units can be offered as manual control but be supplied with

mountings for future fitment of hydraulics
It is impractical to fit brackets for hydraulics after a unit has

been erected on a jetty
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
14
Hose or Marine Loading Arm
Pulley Block
• Requires large handling structure and Tackle
• Requires continuous adjustment during
loading cycle to control pulley and hose wear 22 m
Hose length
• Hoses require regular pressure testing
• Replacement hoses are expensive to keep in stock
• Manual operation difficult 12 m
Structure
• Several men needed to connect to ship's flange
• Occupies large area on jetty
Jetty
• Does not require supporting structure

11
m
• Automatically adjusts to the envelope position
5m
• Does not require regular pressure testing
• Replacement swing joint seals are inexpensive to keep in
stock
11
m
Jetty
• Minimum personnel needed
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
15
Wind Velocities
wind Description term range of wind range of wind

force speed (m/s) speed (knots)
0 Calm 0 - 0.2 <1

1 light air 0.3 - 1.5 1-3
2 light breeze 1.6 - 3.3 4-6
3 gentle breeze 3.4 - 5.4 7 - 10
4 moderate breeze 5.5 - 7.9 11 - 16
5 fresh breeze 8 - 10.7 17 - 21
6 strong breeze 10.8 - 13.8 22 - 27
7 moderate gale 13.9 - 17.1 28 - 33
8 gale 17.2 - 20.7 34 - 40
9 strong gale 20.8 - 24.4 41 - 47
10 storm 24.5 - 28.4 48 - 55
11 violent storm 28.5 - 32.6 56 - 63
12 hurricane 32.7 - 36.9 64 - 71
13 hurricane 37.0 - 41.1 72 - 80
14 hurricane 41.2 - 46.1 81 - 89
15 hurricane 46.2 - 50.9 90 - 99
16 hurricane 51.0 - 56.0 100 - 108
17 hurricane > 56 > 108
factor of m/s to km/h = 3.6
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
16
Typical Tide & Wind Speed Data
Tide Change* Wind Speed
Persian Gulf
Kuwait 3.00 m 160 kph

Iraq 3.60 m 160 kph
Oman 2.30 m 158 kph
Mediterranean
Turkey 0.7 m 145 kph

Algeria 1.5 m 148 kph
Libya 0.5 m 135 kph
North America
Vancouver 3.20 m 160 kph

New Brunswick 9.50 m 160 kph
U.K.
Milford Haven 6.40 m 180 kph

Flotta/Orkneys 3.23 m 200 kph
Fawley 4.00 m 150 kph
Killingholme 8.00 m 160 kph
Other Sites
Korea 3.50 m 193 kph

Norway 2.00 m 129 kph
Nigeria 1.05 m 140 kph
Port of Aratu/Brazil 2.33 m 116 kph
Wellington/New Zealand 1.00 m 193 kph
Cape Lambert/Australia 5.80 m 241 kph
Emcostrasse 2-4
Hong Kong 2.70 m 212 kph
Ph.: (+)49 64 22 84 - 0
* Difference between LWST & HWST Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
17
Advantages of Emco Wheaton Marine Loading Arms
The Loading Arms offered are the Emco design which are of all
steel double counterweighted construction.
The Loading Arms are designed specifically with the following

criteria in mind:-
a. Strength, long life and easy operation

b. Minimum maintenance
c. Simplicity of maintenance (no special tools)
The following features are used in the design:-
1. To reduce wind loadings and consequent stresses in the

arm, extensive use is
made of circular sections as the wind coefficient is greatly
reduced.
i. e. Wind coefficient Cf = 0.7 for Circular Sections

Cf = 2.0 for Flat Sections
All balance weights are located at the rear of the pedestal

to reduce
wind loads, particularly when stowed.
2. The outboard arm is moved and balanced via a rigid

pantograph link. This link
is maintenance free with all linkage pins manufactured from
stainless steel.
The pins are mounted in non-lubricated bearings, giving
life-long maintenance
free operations.
Other loading arm manufacturers use wire rope for the outboard
arm linkage which requires frequent inspection and
maintenance, or alternatively, balance weights are located at
the apex which induces high wind loads, makes swivel
maintenance difficult and increases the stress in the pipe-work.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
18
Disadvantages encountered with Wire Rope System
a. Frequent dressing with lubrication required
b. Wires are subject to corrosion (not easily visible)
c. Broken single strands lead to accelerated breakage of

adjacent strands
d. Wire and pulleys are subject to wear
e. Wire suffers loss in cross-sectional area due to strain
f. Wire slip on pulleys causing loss of balance
g. Regular inspection and load testing required
h. Inherent slack and natural catenary lead to imperfect

balance
COUNTERWEIGHT
Because of the slacking ropes the counterweight tends to move

uncontrolled either to the left or the right when being in vertical
position. INBOARD ARM
This movement is a very impulsive one and puts a tremendous SLACKING ROPE
stress impact on the complete design
OUTBOARD ARM
We know from customers who were using this design, that
stress effect can destroy the ropes
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
19
Advantages of Emco Wheaton design
a. Site adjustable double counterweights for accurate

balancing of inner and outer arm.
b. Movable elbows fitted at pedestal head and apex swivels

for ease of seal changing without dismantling the arm.
c. The small included angle between inner and outer arms,

when the loading arm is stowed, minimises the space
required on the jetty and the possibility of clashing
between adjacent arms.
d. The offset weight design prevents any possibility of

counterweights fouling adjacent arms.
e. The most important feature of a loading arm is the swivel

joint. These joints are required to be capable of resisting
high bending and axial load combinations due to wind and
arm attitude while retaining low torque characteristics and
simple maintenance.
f. The rigid pantograph link used to move and balance the

outer arm is maintenance free, with all linkage pins being
manufactured in stainless steel. The pins are mounted in
non-lubricated bearings, giving life-long maintenance free
operation, and ensuring constant perfect balance.
This system obviates the need for wire-lines which are
subject to stretching (causing an out of balance situation
and corrosion with possibility of wire-line failure).
g. Due to the self-carrying product piping the pressure drop

within the Emco Marine Loading Arm is always lower than
the corresponding Marine Arm of the competition.
h. Hydraulic cylinder pistons for inner and outer arms and

slew motion are made of stainless steel. Pistons are
inside the body in Marine Loading Arm parking position.
i. The control system can be designed to utilise sets of

control valves which allows the arm to be in a controlled
(locked) condition at any position.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
20
Comparison Emco Wheaton design Cable Wheel design
Movement and balance of outboard arm is achieved by means

of a rigid pantograph link. Adjustable double counterweights are
used for accurate balancing of inner and outer arm. Both of the
above increase the reliability and safety of a Marine Loading
Arm as they ensure a stable structure, that imposes minimum
loads to the ship's flange, and can withstand high pressures
caused by severe winds.
Due to the fact, that no cables / wheels are used for balancing
maintenance cost are kept to a minimum.
The customer does not need:
- Craneage for seal replacement work

- Permanent tightening of cables
- Permanent greasing of cables
- Scaffolding for cable maintenance
Breaking or slippage of cables exposing personnel to

dangerous situations can not occur.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
21
Comparison Swivel Joint design
As opposed to the design of most of our competitors, who use

snap in ball raceways the raceways of Emco Wheaton swivel
joints are direct incorporated and flame hardened up to
600 BHN (~ 57 HR C) having a hardness depth of 3 mm. This
ensures, that the swivel joints have an extremely long, trouble
free lifetime / operation, requiring lubrication on a regular basis
only.
All swivels of the Emco Wheaton design have integral flanges
allowing easy replacement of seals, even triple swivels.
These features also ensure the safety of a Marine Loading Arm
as a leakage of a swivel joint can impose harm to environment
and man.
Also flame hardened raceways are capable of withstanding high
bending and axial load combinations due to heavy winds.
We are frequently refurbishing Marine Arms which have been in
service for about 20 years, and most swivels are in excellent
condition and can be put back into service without
refurbishment.
Our experience and information from operators who use arms
with replaceable raceways is not good, as over the years the
groove that holds the snap in raceway can suffer from corrosion
or distortion eventually requiring the replacement of complete
body and sleeve.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
22
Marine Loading Arm Self Support Type vs. Separate

Support Structure Type
Self Supporting Arm Loading Arm with Supporting

Structure
Small Surface Great Surface
Low Loads Imposed by High Loads Imposed by
Wind Wind
Low Loads Imposed High Loads Imposed into
into Jetty structure Jetty structure
Design with lowest possible High weight due to additional
weight available support structure ( in average + Emcostrasse 2-4
25 % ) 35274 Kirchhain, Germany
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
23
Remarks on hydraulic Quick couplers / De-couplers

(QC/DC) for LNG Tankers
Evaluation Item Flange without Manual QCDC Hydraulic QCDC

QCDC
1. Operational Characteristics
At least 20 About 10
Connection Time About 3 minutes/arm
minutes/arm minutes/arm
Disconnection Time About 10 About 5 About 20

minutes/arm* minutes/arm* seconds/arm**
Operator Intervention
- Connection Extensive, hands- Hands-on work Hands-free, remote

on work required operation & hence
greater operator
safety
- Disconnection Extensive, hands- Hands-on work Hands-free, remote

on work required operation & hence
greater operator
safety
* Excludes melting/removal of ice around bolting

clamps etc.
** No de-icing required.
Comments:
A. The hydraulic QC/DC is operated via the main

electric/hydraulic control system of the loading arm.
The pendant control will have separate
connect/disconnect buttons that are operated by the
jetty operator at the appropriate time.
The time to connect or disconnect the QC/DC will be

approximately 5 to 10 seconds depending on the flow
Emcostrasse 2-4
rate of hydraulic oil from the control system.
When nuts/bolts are utilised it takes considerably more
time, especially during the disconnection phase as it Ph.: (+)49 64 22 84 - 0
would be necessary to melt the ice, before unbolting Fax: (+)49 64 22 51 00

operations could commence. [email protected]
www.emcowheaton.de
24
B. With a QC/DC fitted to the loading arm the operator can

stand away from the tanker manifold during the
connection/disconnection operation.
This would prevent any possible injury to the operator
due to adverse movement of the vessel/loading arm
caused by wind/wave action during the
connection/disconnection phase.
If nuts and bolts are utilised the operators could suffer

injury to hands/fingers etc. due to this adverse
movement. It is important to understand that at a
particular moment in time ‘one bolt only’ will connect the
loading arm to the tanker flange. This bolt could be
highly stressed or act as a pivot point so as to create a
guillotine action between the two flanges.
There are certain periods of time when, with the tanker

moored to the jetty and one or more of the loading arms
connected, it is not possible or safe/practical to activate
the ERS, for example, during initial connection and final
disconnection of the loading arms. There is always the
chance that during this critical period the tanker could
breakout or it becomes absolutely essential to move the
tanker quickly from the jetty e.g., a fire in the onshore
facilities or on the tanker. The hydraulic QC/DC provides
the means of remotely disconnection of the loading arm
from the tanker manifold in seconds. This is also
possible when the manifold is severely iced.
Again, if a situation occurs onshore or on the tanker that

may develop into something more serious (small fire is
an obvious reason) the incorporation of a hydraulic
QC/DC gives the added operational flexibility to allow
preparation for disconnection(i.e. stopping of loading
pumps and draining of the loading arm) to take place
with the option of either disconnecting in a controlled
manner via the QC/DC or activating the ERS with the
consequential down time for reconnection.
As well as giving operational advantages, the hydraulic

QC/DC provides an added back-up method of rapid
disconnection of the loading arms from the tanker in the
event of unforeseen circumstances.
C. The QC/DC is designed to disconnect from a minimum

of 25mm of solid ice formed at the coupler/tanker
interface. Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
25
Evaluation Item Flange without Manual QCDC Hydraulic QCDC

QCDC
2. Operability in Extreme Conditions (Typically Open Sea Berth)
• Strong Winds Difficult and risky Easier than Easier than manual
flange connection QCDC connection
Safer than flange and no risk
connection
• Waves/Swell Difficult and risky Easier than Quick – Caters for

flange connection ship movement, roll
Safer than flange and pitch
connection
3. Risk of leakage *High, depends *Medium risk. Minimal – QCDC

during start of on operators to Limited pre-load has fully pre-
transfer evenly and available from loaded mechanism,
correctly tighten manually dual seals and
bolts operated clamps even distribution of
clamping loads
* Success of flange or manual QCDC first time sealing is

totally dependent on skill / expertise of operators.
4. Risk of leakage Very low. Very low. Extremely low.

during unloading 12
hours.
5. Connection options To nominal To nominal Multiple

size/standard size/standard sizes/various
manifolds. manifolds. standards of
manifold can be
accommodated.
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
26
6. Maintenance No maintenance. Few periodical Monthly condition

*New seal maintenance is monitoring and
required for each required annual
vessel connection maintenance is
required
* If nuts/bolts were utilised, then a new seal would be

recommended for every connection.
Loose nuts and bolts are easily lost. Movement of the

loading arms during the connected phase could result in over
stressing of some of the bolts. Therefore to ensure safety of
operations a new set of bolts would be required on a
frequent basis.
** With a hydraulic QC/DC fitted to the loading arm the

interface seals between the tanker flange and the loading
arm are contained within the face plate of the QC/DC.
These seals can be utilised for many
connection/disconnection operations without replacement.
7. Supply Record. Many Many In-service since

1972, now being
increasing used at
new terminals
The Quick Connect/Disconnect Coupler System shall

include the following features:-
• Lubrication of all moving parts is possible without

dismantling the coupler.
• The coupler clamps are guaranteed to operate

simultaneously by means of a single double acting hydraulic
cylinder.
• The coupler mechanism ensures that evenly distributed

forces are applied to the ships manifold flange during the
connection and disconnection operation, thus avoiding
overstressing of any part of the flange. This is achieved by
means of spring struts on each hook assembly.
Emcostrasse 2-4
• The coupler will connect to 16” dia ANSI 150 pressure rated 35274 Kirchhain, Germany
tanker flanges. Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
• The coupler design incorporates an overcentre mechanical [email protected]
lock. www.emcowheaton.de
27
• The moving parts of the coupler (i.e. rotating collar,

hydraulic cylinder and clamp assembly) are insulated from
the product carrying body to avoid icing of these
components.
• The coupler is capable of releasing from the ships manifold

flange under maximum unbalanced loads induced by the
loading arm and when the clamp tips are covered with
25mm of solid ice.
• The coupler is equipped with a non pressure containing

blanking plate complete with an ½” drain connection.
• The coupler design incorporates external centring guides

which align on the outside diameter of the ships manifold
flange.
• It is possible to manually disconnect the coupler, in the

event of any electric or hydraulic power failure, by means of
a portable hand pump.
• The strength of the coupler is based on the requirements of

the OCIMF, i.e.:
- Liquid leakage : 2.0

- Permanent deformation : 2.0
- Structural failure : 4.0
• The coupler is designed to ensure that the interface

connection is leak free during cool-down of the loading arm
and during full cargo transfer.
• The coupler is equipped with snap connectors which will

automatically disconnect the hydraulic lines to the coupler in
the event of an emergency release. There will be no
leakage of hydraulic oil on release.
Para. “Remarks on hydraulic Quick couplers / De-couplers

(QC/DC) for LNG Tankers” taken with kind permission of MIB
International Limited, Sun Alliance House, Little Park Street,
Coventry CV1 2JZ, England
Emcostrasse 2-4
Ph.: (+)49 64 22 84 - 0
Fax: (+)49 64 22 51 00
[email protected]
www.emcowheaton.de
28

183 La

Uploaded by

183 La

Uploaded by

Some Useful Notes on Marine Loading Systems

Parameters for Design

When designing Marine Loading Arms different parameters

High / Low Water

Flange Set-Back &

Drift & Surge

Vessels come out of the water because they are un-laden

Vessels sink into the water because they are laden

The below table gives some typical data:

TANKER DEADWEIGHT TYPICAL DRAUGHT

Water Level Tanker Light

Flange Set-Back (Oil & refined Product Tankers)

TANKER DEADWEIGHT TYPICAL VESSELS

1000 2.1 m 3.0 m

Flange Set-Back (LNG Carriers)

TANKER DEADWEIGHT TYPICAL VESSELS

All sizes 3.0 m 4.0 m

The distance of the presentation flanges inboard from the ship’s

Where practicable, such flanges should be presented on the

Taken from “Recommendations for Manifolds for refrigerated liquefies Natural

Flange Spacing (Oil & refined Product Tankers)

Tanker flange spacing

TANKER TYPICAL VESSELS IN SERVICE

1000 6-8 0.6 1.5

Flange Spacing (LNG Carriers)

Tanker flange spacing

TANKER TYPICAL VESSELS IN SERVICE

> 60.000 12 2.5

Minimum distance recommended between the manifold flange

Flange arrangement (LNG Carriers)

Loading System for carriers with a capacity less than 60.000 m3

Loading System for carriers with a capacity more than 60.000 m3

Taken from “Recommendations for Manifolds for refrigerated liquefies Natural

High / Low Water

Elevation of vessels as a result of change in water-levels needs

Limiting factors are:

smallest vessel laden at lowest low water Emcostrasse 2-4

Flange Set-Back & Flange Spacing

Flange set-back and spacing need to be covered by the

Drift & Surge

As a safety requirement drift and

Drift away from jetty

Jetty Surge along jetty

The below table gives a guideline.

TANKER DEADWEIGHT TYPICAL DRIFT AND

The final envelope is a combination of the range of movements

• Tanker draught changes combined with tide levels

This sketch shows the actual volume, that can be swept by a

This increased volume should not be taken as an enlarged

Typical flow rates & flange connection for marine units

BORE SIZE MAX. FLOW- RANGE OF FLANGES TO

Tabulated values are based on crude oil at average fluid

For light spirits, liquefied gases and chemicals, flow velocities

The weight of fluid in a unit together with operating wind

The range of flange connections given show the smallest size

Typical marine unit combinations

TANKER DEAD- FLANGE TYPICAL SUGGESTED MARINE UNIT

1000 6-8 3h 1 x 6''

The table shows typical combinations of loaders related to

The larger tankers are often dependant on high tide conditions

For small tankers the unloading is usually controlled by the

Where a range of tankers is to be served, consideration must

Where a number of products are to be handled, the prime

Installations can include more than one size of marine unit.

Manual or Powered operation

6 Manual operation recommended - Power operation available

Units may be manual controlled or hydraulically powered as

Manual and hydraulic units should not be mixed on the same

Units can be offered as manual control but be supplied with

It is impractical to fit brackets for hydraulics after a unit has

Hose or Marine Loading Arm

• Does not require supporting structure

wind Description term range of wind range of wind

0 Calm 0 - 0.2 <1

factor of m/s to km/h = 3.6

Typical Tide & Wind Speed Data

3. Risk of leakage High, depends Medium risk. Minimal – QCDC