INITIAL PRESSURE STRENGTH TESTING OF

AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

IP 1594

November 2002
 INITIAL PRESSURE STRENGTH TESTING OF
AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

IP 1594

November 2002

Published by
The Institute of Petroleum, London
A charitable company limited by guarantee
The Institute of Petroleum gratefully acknowledges the financial contributions towards the scientific and
technical programme from the following companies:

Agip (UK) Ltd Kerr-McGee North Sea (UK) Ltd

Amerada Hess Ltd Kuwait Petroleum International Ltd
BG Group Murco Petroleum Ltd
BHP Billiton Limited Petroplus Refining Teeside Ltd
BP Exploration Operating Co Ltd Phillips Petroleum Co. UK Ltd
BP Oil UK Ltd Shell UK Oil Products Limited
ChevronTexaco Ltd Shell U.K. Exploration and Production Ltd
Conoco Limited Statoil (U.K.) Limited
Conoco UK Ltd Talisman Energy (UK) Ltd
Enterprise Oil PLC TotalFinaElf Exploration UK PLC
ExxonMobil International Ltd TotalFinaElf UK Ltd

Copyright © 2002 by The Institute of Petroleum, London:

A charitable company limited by guarantee. Registered No. 135273, England

All rights reserved

No part of this book may be reproduced by any means, or transmitted or translated into
a machine language without the written permission of the publisher.

ISBN 0 85293 375 4

Published by The Institute of Petroleum

Further copies can be obtained from Portland Customer Services, Commerce Way,
Whitehall Industrial Estate, Colchester CO2 8HP, UK. Tel: +44 (0) 1206 796 351
email: [email protected]
 CONTENTS

Page

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii

Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii

1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Referenced publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Other sources of information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 Terms and definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.6 Abbreviations used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.7 Units used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2 Design considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Understanding the design of the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Water draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 Design for pigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.4 Low points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

3 Testing with water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.2 Considerations for and against using water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

4 Preparing for and performing the initial strength test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.2 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.3 Test procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

5 Dewatering and drying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

5.1 Initial dewatering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2 Drying using dried air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.3 Drying by vacuum method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.4 Nitrogen inhibiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

v
Contents Cont.... Page

6 Start-up procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

7 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Annex A - Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

vi
 FOREWORD

This Institute of Petroleum Aviation Committee publication provides guidance for the initial pressure strength
testing, using water as the test liquid, of new fuel hydrant systems. It may also be applied to testing extensions to
existing systems where positive isolation can be achieved between the extension and the existing part of the system.

It is not intended to document precise testing procedures, as these will follow the established practices of the
companies involved in the test as well as statutory procedures applicable locally. The main aim of the publication
is to recommend methods of dewatering and drying after testing the system with water.

The Institute of Petroleum is not undertaking to meet the duties of employers to warn and equip their employees,
and others exposed, concerning health and safety risks and precautions, nor undertaking their obligations under local
and regional laws and regulations.

Although it is hoped and anticipated that this publication will assist those responsible for designing, constructing,
commissioning operating and maintaining aviation fuel handling systems, the IP cannot accept any responsibility,
of whatever kind, for damage or loss, or alleged damage or loss, arising or otherwise occurring as a result of the
application of the guidance contained herein.

Suggested revisions are invited and should be submitted to the Technical Department, The Institute of Petroleum,
61 New Cavendish Street, London, W1G 7AR.

vii
 ACKNOWLEDGEMENTS

This publication was prepared by Mr R. A. Simpson under the direction of a Working Group of IP Aviation
Committee members:

Albert Bates Air BP Limited

Martin Hunnybun IP
Mohamed Jin Caltex
Gilles Kergutuil TotalFinaElf
Dave Lea ExxonMobil Aviation International Ltd.
David Spencer Shell Aviation Limited

The Working Group recognises the input provided by Richard Christopher1 on the drying of tested systems.

A draft version of this publication was reviewed by technical representatives of the following companies:

AgipPetroli
Air BP Limited
Air TOTAL
Aviation Fuel Services & Management GmbH
ChevronTexaco
Conoco Limited
ExxonMobil Aviation International Ltd.
Kuwait Petroleum International Aviation Company Ltd.
Shell Aviation Ltd.

1
Hydrostatic Testing Consultants Ltd., Unit 427, Ash Road, Wrexham Industrial Estate, Wrexham, Clyd, LL13 9UG, U.K.
Tel: +44 (0)1978 661 182, Fax: +44 (0) 1978 661 184, email: [email protected]

viii
 1

GENERAL

1.1 INTRODUCTION 1.2 SCOPE

1.1.1 Traditionally, most airport fuel hydrant 1.2.1 The guidance in this publication relates only to
systems have been pressure strength tested using the underground part of the hydrant system from the
kerosene. Now that environmental considerations are final depot flange before the pipework goes
becoming more stringent, some countries and/or underground. This often is the cathodic protection
authorities do not allow the use of kerosene as the test insulating flange. For details of design considerations
liquid when carrying out the initial pressure strength for the above ground section of the system, see IP
testing of the system. Further, research commissioned Model Code of Safe Practice Part 7 Airports safety
by the IP2 has shown that there can be a wide variation code 3.
in results when testing with kerosene. Therefore, it is
likely that the use of water for testing will become more 1.2.2 Off-airport feeders, even though they may be
widespread. run underground for the whole or part of the way from
the supply point to airport storage, are considered to be
1.1.2 This publication is intended to give guidance the responsibility of the relative supply and distribution
to designers, engineers and operators of airport fuel entity. They are not, therefore, included in the scope of
hydrant systems in the use of water for testing and, in this publication.
particular, the subsequent dewatering procedures
required in bringing the system into commission. Whilst 1.2.3 The guidance included in this publication
such operations/procedures are commonplace in other applies only to the initial pressure strength testing of a
sectors of the pipeline industry, they have not been new system or of extensions to existing systems. As
generally adopted in the testing of airport fuel hydrant water is to be the test liquid, when testing extensions to
systems. an existing system it is essential that there is positive
isolation between the extension and the existing system,
1.1.3 Thorough drying of the hydrant system using physical separation or a line blind. (In-line valves,
following testing with water is essential to ensure that including double block and bleed are not considered
the system, when in service, will not affect the quality adequate for this purpose.) Routine tightness control
of the fuel within it.

2
Report on a study into pressure effects on liquid kerosene.
3
A 4th edition of the IP Airports safety code is in preparation. It is intended to be published as a joint API/IP document with
a new title.

1
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

system testing will continue to be carried out with fuel BS 8010 Part 2 Pipelines on land: design, construction
as the test liquid as the test pressure used is the same as, and installation, Section 2.8 Steel for oil and gas
or close to, (up to 110 %) the normal maximum
permissible operating pressure. Such testing is not ISO 13623 Petroleum and natural gas industries –
included within the scope of this publication. Pipeline transportation systems

Pipe line dewatering, cleaning and drying, pipe line

1.3 REFERENCED PUBLICATIONS rules of thumb handbook, Third Edition. Gulf
Publishing Company, Houston, Texas
API4
API Publication 1157, Hydrostatic test water treatment
and disposal options for liquid pipeline systems 1.5 TERMS AND DEFINITIONS

API/IP5 dew point: the temperature at which vapour begins to

API/IP 1585 Guidance in the cleaning of airport condense out of a gas at atmospheric pressure. Also
hydrant systems defined as the temperature at which a mist or dew
begins to form on a mirrored surface. The temperature
IP6 at which air is saturated with vapour.
An investigation into the effectiveness of hydrant
pipeline gradient in assisting the migration of saturated vapour pressure (SVP): the pressure at
particulate and free water contaminants at typical which water will boil and give off steam or water
product flow rates vapour at a given temperature. For example, water at a
Model Code of Safe Practice, Part 7, Airports safety pressure of 10 mbar will boil at 7 EC.
code7
Report on a study into pressure effects on liquid vacuum drying: a method of drying a pipeline or other
kerosene system after draining the bulk of the test water by
creating a vacuum within the pipe or system. The
Institution of Gas Engineers and Managers8 pressure in the pipe or system is reduced to the SVP
IGE/TD/1 Steel pipelines for high-pressure gas when water will boil and give off steam or water vapour
transmission at a temperature achievable in the pipe or system.

initial pressure strength testing: the pressure test

1.4 OTHER SOURCES OF INFORMATION normally carried out at 1,5 times the maximum
permissible operating pressure of a system, to prove the
API Recommended Practice 1110 Pressure testing of structural integrity of new systems or extensions to an
liquid petroleum lines existing system.

ASME/ANSI B31.3, Process piping

4
Available from API Publications, Global Engineering Documents, 15 Inverness Way East, M/S C303B, Englewood,
CO80112-5776, USA. Tel: 303 397 7956, Fax: 303 397 2740, www.api.org
5
Available from Portland Customer Services, Commerce Way, Whitehall Industrial Estate, Colchester, CO2 8HP. Tel:
+44(0)1206 796 351, email: [email protected]; or API Publications, Global Engineering Documents, 15
Inverness Way East, M/S C303B, Englewood, CO80112-5776, USA. Tel: 303 397 7956, www.api.org
6
Available from the IP library.
7
Available from Portland Customer Services, Commerce Way, Whitehall Industrial Estate, Colchester, CO2 8HP. Tel:
+44(0)1206 796 351, email: [email protected]
8
Available from Publications Sales, Institution of Gas Engineers and Managers, 12 York Gate, London NW1 4QG, Tel: +44
(0)20 7636 6603, Fax: +44 (0)20 7636 6602, www.igaseng.com

2
 GENERAL

1.6 ABBREVIATIONS USED 1.7 UNITS USED

ft/sec feet per second Within this publication SI Units are used with US
g gram Customary Units following in parentheses.
in. inch Internationally agreed conversions have been applied to
kPa kiloPascal these values with rounding where applicable, e.g. 1 bar
l litre is taken as 100 kPa (rather than 101,3 kPa) and equated
m/sec metres per second to 15 psi.
mg/l milligrams per litre
EC degree Celsius
EF degree Fahrenheit
psi pounds per square inch
USG U.S. Gallon

3
INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

4
 2

DESIGN CONSIDERATIONS

2.1 UNDERSTANDING THE DESIGN 2.2.3 To avoid unintended low points, there must be
OF THE SYSTEM adequate support for the lines: backfill may well cause
the line to sag if it is not adequately supported.
Having a thorough understanding of the geometry of
the hydrant system being tested is critical to the
subsequent accurate assessment of the cleanliness and 2.3 DESIGN FOR PIGGING
dryness of the system. Constructional drawings of the
system should be available to the persons involved in 2.3.1 Pigs can be used to remove the bulk of the
setting up and managing the testing of the system. initial pressure strength test water and to assist in drying
the pipe. The system to be tested should be designed to
aid the use of such pigs. This is discussed in 6.2 of
2.2 WATER DRAINING API/IP 1585 Guidance in the cleaning of airport
hydrant systems.
2.2.1 The system should be designed to allow
removal by draining of the bulk of the water used for 2.3.2 Bends and any changes in pipe diameter
the initial pressure strength test. The use of adequate should be reviewed to ensure they will allow free
slopes to assist the moving of water to low points is movement of the pigs.
discussed in 6.1.4 of API/IP 1585 Guidance in the
cleaning of airport hydrant systems. Further 2.3.3 Low point drain/sampling lines should be
information on the migration of particulate matter and removable if they will impede the passage of a pig, (see
water to low points may be found in An investigation 2.3.1).
into the effectiveness of hydrant pipeline gradient in
assisting the migration of particulate and free water 2.3.4 Bars should be fitted across the side branches
contaminants at typical product flow rates. of 'T' connections and low point sumps if there is the
possibility of a pig becoming trapped.
2.2.2 Spurs should be designed so that water will
drain back to the main line. If this is not possible, e.g. 2.3.5 Suitable pig launching and receiving traps will
due to other underground services, other means of need to be provided, even if only on a temporary basis.
water removal should be provided. Initial drying of the
spur should be carried out by venting dry air through it.
The risers can be checked as in 5.1.8.

5
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

2.4 LOW POINTS 2.4.2 In most designs with an internal removable

sampling/flushing pipe, this small pipe may not touch
2.4.1 Low points are provided for routine flushing the bottom of the low point sump. Small amounts of
of a fuel hydrant system when in service. Several water remaining in the sump will affect the dew point
different designs are used but all depend on the system readings when drying the system. Therefore, when
pressure to purge any sediment and free water present using low points to remove the small amounts of water
through a small diameter pipe to the surface where it that are present after the removal of the bulk of the test
can be collected in a flushing vehicle tank. If pigs are to water, a probe may have to be passed through the
be used the low point sampling/flushing pipe must be sampling line to reach the bottom of the sump. This
removable, unless it is attached externally to the bottom may require the removal of the sampling line and care
of the sump. in the design and use of the probe to avoid damage to
the internal lining of the riser and, in particular, the
sump.

6
 3

TESTING WITH WATER

3.1 GENERAL 3.2 CONSIDERATIONS FOR AND AGAINST

USING WATER
3.1.1 For many years the use of water to pressure
strength test airport fuel hydrant systems was not 3.2.1 Over the last 10 or so years, the industry has
considered, thereby obviating the need to subsequently gained experience in cleaning and drying airport fuel
follow the stringent drying procedures that are required hydrant systems after water has been used for the initial
following pressure strength testing with water. Hydrant pressure strength test.
operators endeavour to prevent water entering a system
and to provide means to remove any slight amounts that 3.2.2 When using kerosene as the test liquid, it has
may enter, or condense out of the fuel, in service. been noted that unpredictable results may be
experienced, particularly in the early stages of the test
3.1.2 In recent years, some authorities have when a drop in pressure can be experienced which may
prohibited the use of fuel to carry out the initial or may not be as a result of a leak.
pressure strength test to prevent environmental The IP commissioned research into this
contamination caused by the successful detection of a phenomenon in 2000. The results of tests showed that
weak point leading to a leak. With the ever-increasing air absorption into kerosene was mainly responsible for
attention being given to protecting the environment, and the anomalous results experienced in the field. Carrying
recent introduction of environmental protection out the same tests using water gave very much more
legislation in some countries, it is thought that more stable results even if some air was present in the
authorities will adopt this approach in due course. system. One of the conclusions of the research was that
where it is possible to properly drain and dry the system
3.1.3 In view of this, the use of water has been following the testing, the use of water as the test
evaluated. The use of high-pressure gas or air is not medium should produce a more reliable pressure test
recommended. Gases are less sensitive as a pressure test result.
medium than a liquid and also present a risk of accident
due to the high level of stored energy. Water, being a 3.2.3 One very important aspect is the quality of the
liquid, is a better pressure test medium and a safer water needed for the testing. There is a considerable
alternative to a gas. risk of introducing unwanted microbiological growth

7
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

material if the water is not sufficiently clean. Water of transferred under that high pressure to the next section
potable quality is required to ensure that this does not to be tested. The system should first be depressurised to
happen. Whilst it is thought that the level of chlorine prevent damage to a line valve being opened under the
found in potable water will not present a problem in test pressure.
testing of a system with water, potable water containing
higher than normal levels of chlorine could have a 3.2.8 The guidance in this publication is based on
damaging effect on pipeline weld joints, as these are not the assumption that sufficient suitable water is
coated. available. However, at locations where suitable water is
not available the advice of an appropriately qualified
3.2.4 A research study into the disposal of and experienced body or entity should be sought.
hydrostatic test water within the USA is detailed in API
Publication 1157, Hydrostatic test water treatment and 3.2.9 In some locations, disposal of test water may
disposal options for liquid pipeline systems. It should be problematical and must be considered when planning
be noted that this document 'is a research study to to test with water. This should not normally present a
provide the (USA) liquid pipeline industry with problem, as the pipework under consideration in this
credible data and information relative to hydrostatic test publication will not have contained hydrocarbons but
water…' and it is not a regulatory document. The study contact with potential contaminants should be
included both new and existing pipelines. considered prior to disposal. In cold climates ethylene
glycol may have to be added to the water to prevent
3.2.5 Frequently, the only locally available source of freezing. In some countries legislation requires test
water in sufficient quantities to test a system is the water to be colour-dyed. Both of these instances will
airport’s fire main water. Normally the quality of this affect the manner of disposal.
water is not acceptable for testing the fuel hydrant
system due to the high level of contaminants that may 3.2.10 The use of a biocide in less than clean water
cause microbiological problems. requires very careful consideration and should not be
undertaken without seeking expert advice. The
3.2.6 Filtration of the water before use as the test effectiveness of the biocide needs critical study and its
medium may be an option worthy of consideration, complete removal with the bulk water and in
although this is unlikely fully to remove subsequent drying is vital. For instance, consideration
microbiological contaminants. Ideally, the solids needs to be given to any impact by a biocide on internal
contamination level should be less than 1 mg/l lining or seal materials. Again, the use of biocide
(3,8 mg/USG). treated water will require special disposal procedures.

3.2.7 If there is good quality water available, but not 3.2.11 All gaskets and other like materials used
in sufficient quantity to test the whole of a system, should be compatible with both water and jet fuel. It has
consideration should be given to testing the system been known for some types of gasket material to absorb
section by section thus conserving the water. However, water in the testing so presenting a problem in the
testing against a closed valve should not be considered drying process.
and water used in testing one section should not be

8
 4

PREPARING FOR AND PERFORMING

THE INITIAL STRENGTH TEST
4.1 GENERAL this is not practicable, the use of nitrogen as a corrosion
and microbiological growth inhibitor should be
4.1.1 When planning to test a system with water it is considered, see 5.2.3.
important to allow sufficient time for the drying of the
system after testing, as this could be a lengthy process.
4.2 EQUIPMENT
4.1.2 Once the construction of the system has been
completed, the integrity test using air at a pressure not 4.2.1 It is assumed that carbon steel line pipe
exceeding 100 kPa (15 psi) to test the integrity of (conforming to API 5L B or equivalent) is used and the
welds, flange connections etc. would normally be used test pressure will be typically 1,5 times the maximum
if the system is then to be filled with fuel. When water permissible operating pressure, held for a minimum of
is used as the test medium, the low-pressure air test is 24 hours. Therefore, sufficient pressurising and
not essential. When the system to be tested with water pressure/temperature measurement equipment will need
is an addition or extension to an existing system, it is to be available on site for the testing.
vital to ensure that it is completely isolated from the
live system. 4.2.2 It is further assumed that the line has been
adequately cleaned of any construction material and
4.1.3 The whole procedure needs detailed and debris. Reference to Section 7 of API/IP 1585
thorough planning beforehand so that adequate Guidance in the cleaning of airport hydrant systems is
equipment and manpower are available for the recommended for guidance on ensuring that the newly
operation. A Permit to Work system should be used constructed system or section to be tested is clean.
throughout the operation.
4.2.3 Check that all lines and branches can be
4.1.4 As the internal pipe linings used can be vented and drained and that there is a facility for filling
affected by prolonged immersion in water (or the system with water. This is particularly important if
additives), the type of lining material should be the section to be tested is not provided with a low point
confirmed to determine the length of time that water and vent in its operational mode - such as a new feeder.
can remain in the line; this should be kept to a
minimum. There should be no undue delays in the
process whilst water is in the line. Likewise, on 4.3 TEST PROCEDURE
completion of the test and the removal of the water, the
line should be filled with fuel as soon as practicable. If 4.3.1 Unless the system or section is known to be

9
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

clean as in 4.2.2, a soft foam pig or pigs should be run This will offer the facility to minimise the quantity of
through the line, propelled by dry and oil-free air to water/fuel egress should a failure occur. Drain and vent
remove dust and dirt. Inspection of the pig(s) after valves may remain in a semi-closed state, under the
passing through the line will give an indication of the same proviso, but should have blind flanges fitted to the
internal condition of the line. outlets.

4.3.2 In order to minimise the effects of temperature 4.3.6 The section to be tested should be filled slowly
change during the test, the line trench should be with the test water (as part of the cleaning process).
backfilled with at least the material used surrounding During the filling, venting of air should be carried out
the pipe but not necessarily with the final concrete. progressively as the line fills.

4.3.3 Ideally, valves, instruments and instrument 4.3.7 The pressure test should then be carried out in
signal lines should not be installed at this stage. Low accordance with the agreed procedures.
point sampling/flushing lines should be removed if their
presence would interfere with the passage of a pig. 4.3.8 After satisfactory completion of the test, the
test pressure should be reduced to zero gauge through
4.3.4 Testing against a closed valve should not be a pressure letdown valve at a controlled rate.
allowed unless the valve is rated to withstand the test
pressure. A line blind should be used if the valve is not 4.3.9 The test water should be removed from the
so rated. Drain and vent valves may remain in place system within 14 days as longer contact with water may
provided that they are able to withstand the test pressure affect the pipe lining. The system should be completely
to be used. dewatered and then dried. Where a permit to dispose of
the test water is required, local regulations should be
4.3.5 Where multiple sections are to be tested, it observed. API Publication 1157 Hydrostatic test water
may be advisable to permit the in-line valves to remain treatment and disposal options for liquid pipeline
in situ and in a semi-open state, providing the pressure systems may provide useful information.
rating of the seals is above the intended test pressure.

10
 5

DEWATERING AND DRYING

5.1 INITIAL DEWATERING need to be opened to allow a visual examination. Any

water can be removed using a suction pump.
5.1.1 The bulk of the water should first be removed
by either using suitable pump(s) to draw the water from 5.1.4 As the dewatering progresses, foam pigs can
the low points or by using pigs propelled by air to push be used and these weighed before and after use. In this
the water to a temporary discharge point at the end of way the amount of moisture being removed can be
the line(s). assessed. Inspection of the colour of pigs being
removed will also give an indication of the dryness of
5.1.2 After the bulk of the water has been removed the system.
as above, the remaining free water should be removed
by using air propelled, tight fitting, cup rubber or bi- 5.1.5 If an adequate back pressure is not maintained
directional pigs either run singularly or in pig trains. Pig when running soft foam pigs they may run so fast that
runs should be made until they fail to bring out water. they do not have time to pick up any water. In addition,
The air compressor(s) used should be of a capacity to any that is absorbed is usually squeezed out when they
propel the first pigs against any head of water in the negotiate a bend at high speed.
system but the back pressure on the pigs should be
limited, where possible, to 50 kPa (approximately 7 5.1.6 A more efficient method of utilising foam pigs
psi). The air should be dry and oil-free. Adequate is to run trains through the line at controlled speeds of
control of the pressure propelling the pig and the back approximately 1 m/sec. (3,3 ft/sec.). The train
pressure on the lead pig (or leading face of a single pig) comprises a high-seal bi-directional pig at the front and
will need to be maintained to ensure the pig(s) travel at rear with foam pigs in between. The number of foam
the appropriate speed within agreed safety limits. (See pigs in the train depends on the capacity of the pig
also 5.1.6). launch and receipt facilities. The slow running speed
allows the foam pigs to absorb more moisture, which
5.1.3 As the pigging is likely to cause free water to should be locked inside the train by the end pigs. Pig
collect in the low point sumps, these should be checked trains should be run until the foam pigs emerge dry. The
for water and any found removed. Unless the low point aim is to achieve a water film on the inside of the pipe
assemblies are of a design that permits the passage of a of no greater than 0,1 mm, but even this thin film in a
pig (see 2.3.1), they will not, at this stage, be in place large system will add up to a considerable quantity of
and the risers, in which the sampling line is normally water. However, developing as thin a film as
installed, will be fitted with blind flanges. To check the practicable during dewatering will aid evaporation of
low point sumps along the system the blind flanges will the residual water during the subsequent drying process.

11
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

5.1.7 The line can be considered to be free of bulk commence. Open a drain or vent closest to the air-
water when the pig is seen to be clean after transiting drying unit and measure the dew point. Continue
the system and there is negligible dirt in the receiving purging until a measurement of 200 ppm is obtained.
pig trap if used. An open cage used to receive the pigs This is equivalent to the dew point at -35 EC (-31 EF) at
will not, of course, be of such use in determining the atmospheric pressure (0 psig).
cleanliness.
5.2.8 Move to the next vent or drain point and
5.1.8 Vertical risers may be cleaned and dried by measure the dew point. Purge until a measurement of
using swabs and pull-throughs after removing the base 200 ppm is obtained.
flange blind. Visual inspection should be carried out to
determine the cleanliness and dryness of the riser. 5.2.9 Continue measuring in the flow direction until
a measurement of 200 ppm is obtained at the end of the
system.
5.2 DRYING USING DRIED AIR
5.2.10 Close down the air compressor and carefully
5.2.1 For the drying, an adequate supply of pigs and release the pressure in the system to atmospheric.
appropriate air compressors capable of supplying dry
and oil-free air will be required. A record of pigs 5.2.11 When ready to commission the system, fit the
entered into and removed from the system should pit valves, low point tubes etc. and then LP air test for
always be maintained to ensure that none are left in the a final leak check of all newly made joints. It is
system. Equipment for measuring the dew point of the essential that dry, oil-free air be used. On completion,
air will be needed. the system should be filled with product and the soak
test and other commissioning procedures carried out.
5.2.2 At this stage it may be preferable to re-install
all line valves removed before the hydrostatic test. All
valves should be identified (numbered etc.) to facilitate 5.3 DRYING BY VACUUM METHOD
checking against records. Pit valves should not be
installed at this point. 5.3.1 The principle of this method is to reduce the
pressure in the line to a level where water will boil at
5.2.3 If there is to be a delay between testing and the temperature of the pipeline surroundings. The
filling of the system with fuel, it may be preferable not remaining water vapour may then be removed and the
to install the valves, but to carry out the drying process system pressure reduced to a level where the pipeline is
and then inhibit the system with nitrogen. (See 5.4 at or below the saturated vapour pressure.
warning.) Each case needs to be considered and a
decision made as to when to fit the valves. 5.3.2 Drying by the vacuum method may take longer
than drying with air but, when fuel costs are taken into
5.2.4 Suitable driers (e.g. silica gel) should be account, it may prove to be cost effective.
connected between the air compressor and the line and
again the pressure should be limited to 50 kPa (7 psi). 5.3.3 A typical sequence for vacuum drying is
outlined in 5.3.3.1 – 5.3.3.10.
5.2.5 Check that all drain and vent valves are closed.
If valves and fittings are installed that were not in place 5.3.3.1 After the removal of water by draining and
during the hydraulic test, the system should be pigging, the vacuum pump and associated equipment
pressurised, with dry, oil-free air, to 50 kPa (7 psi) and should be set up. The pump will be connected to the
a Low-Pressure (LP) test carried out. The reason for pipework through a manifold. This is normally fitted
this test is to ensure there is no major leak at any of the with an in-line valve to isolate the pump when required
valves and fittings installed after the hydraulic test. and at least three off tappings and fittings for
instrumentation. It is preferable to house the
5.2.6 Close the air compressor drying unit outlet instruments in a suitable shelter and it should include a
valve and maintain the 50 kPa (7 psi) air test pressure digital thermometer, a digital pressure
for at least one hour. reading instrument and a dew point meter. A vacuum
gauge should be installed at the opposite end of the
5.2.7 Purging the system with air should now system to ensure equal vacuum is pulled throughout.

12
 DEWATERING AND DRYING

5.3.3.2 The pump should then be started and 5.3.3.8 The pump should now be isolated from the
evacuation of air commence. At a pressure of system and a soak of a minimum of 12 hours should
approximately 50 kPa (7 psi) the pump should be take place. The pressure should remain fairly constant
stopped and isolated. This pressure should be held for if the system is dry. If any freezing did take place this
at least two hours whilst a leak check is carried out. A soak period will allow for de-icing.
rise in pressure may indicate a leak. This pressure is
suggested as it is well above the SVP where water 5.3.3.9 If during the soak period, significant or
evaporation would lead to a misleading pressure constant pressure rises are noted, it is likely that
increase. evaporation is still taking place. Further drying will
have to be carried out.
5.3.3.3 After a successful leak check the SVP is
determined by taking a temperature reading and 5.3.3.10 Once the drying has been completed dry air or
consulting the SVP table, see Annex A, Table 1. nitrogen should be introduced until a positive pressure
of 50 kPa (7 psi) is achieved. Dew point readings
5.3.3.4 Pre-drying can now take place. Once SVP has should be taken at both ends and, where possible, at
been reached, evaporation of free water will commence. intermediate points. A further period of 12 hours at this
Vapour may be seen exiting the vacuum pump. During pressure is recommended after which dew point
this stage of the drying the speed of the pump should be readings are again taken. If the required dew point is
carefully controlled via the pump inlet valves to attained, the system pressure should now be raised to at
maintain the pressure at a constant level. This will assist least 100 kPa (15 psi) using dry air or nitrogen to
in avoiding freezing of the water in the line, which will prevent ingress of moisture. A leak check should then
lead to erroneous dew point readings. be carried out. If this is satisfactory, the drying
operations will be completed.
5.3.3.5 Throughout the operation, readings of
pressure, temperature and dew point should be taken
and recorded at regular intervals. The amount of free 5.4 NITROGEN INHIBITING
water, the capacity of the vacuum pump and ambient
temperature will determine the duration of this stage. WARNING: If nitrogen is used there is a possibility
of the gas accumulating in valve chambers. Before
5.3.3.6 The evaporation can be speeded up by entry the atmosphere within the chamber must be
introducing a dry air 'leak' into the system at the end tested to ensure it is safe.
opposite the vacuum pump. The dry air introduced into
the system at !40 EC (!40 EF) will expand and in so 5.4.1 Whilst nitrogen is an inert gas, it cannot
doing will absorb moisture before exiting the vacuum support life and all due precautions need to be taken
pump. However, care must be taken to regulate the air when filling, monitoring and evacuating the gas from
supply to the speed of the pump in order to maintain the system before filling with product. The pressure
SVP. should not exceed 70 kPa (10 psi) and prominently
displayed notices to warn that the system is under
5.3.3.7 A lack of vapour exiting the vacuum pump and nitrogen should be displayed. System pressure should
a noticeable decrease in pressure will signal the end of be monitored weekly.
the evaporation stage. Main drying can now take place.
The water being converted to a gas at SVP enables the 5.4.2 All nitrogen should be purged from the
maintaining of a set pressure within the system as, system, under controlled conditions and using clean dry
whilst the vacuum pump is attempting to evacuate the air, before commencing to fill the system with fuel.
system, the gas is taking the place of the evacuated air.
When no more water is left to convert to vapour, the
vacuum pump will continue to evacuate the system
causing a noticeable pressure drop.

13
INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

14
 6

START-UP PROCEDURES

6.1 The pressure in the system should be checked. If it installed and a LP air test should be carried out. On
has been held under positive pressure in dry air or satisfactory completion of this test the pressure should
nitrogen, as in 5.3.3.10, a loss of pressure may indicate be reduced to atmospheric and the system readied for
a leak. Action to resolve this situation should be taken filling.
before proceeding further with the filling process.
6.4 Filling should be carried out in a controlled
6.2 If the pressure is satisfactory, it should, where manner, mainly by gravity where possible, and air
necessary, be reduced to atmospheric before venting carried out at all possible points.
commencing to fill the system with fuel. If nitrogen has
been used, it must be purged with clean dry air and the 6.5 Reference to Section 10 of API/IP 1585 Guidance
nitrogen disposed of safely. Note the warning in 5.4. in the cleaning of airport hydrant systems may be found
to be useful in carrying out the commissioning process.
6.3 All valves and low points, as required, may now be

15
INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

16
 7

RECORDS

Maintaining accurate records is an intrinsic part of the — Acceptance criteria for test results.
procedure. The following list is not exhaustive, as — Pressure testing certificates as required.
variations depending on the method used, location etc. — Record of pigs entered and recovered.
will be necessary. As a minimum it is recommended — Weight of pigs before and after running through
that the following records should be included: the system.
— Condition of pigs examined after running.
— Information necessary to define/describe the — Dew point readings at the various points and times
system to be tested and the process to be used. at which they were taken.
— Key personnel involved (contractors, site — Pressure readings taken during the vacuum drying
supervisors etc.) soak test as in 5.3.3.8 and 5.3.3.9.
— Work Permits issued. — If nitrogen is used, amount put into the system,
— Calibration Certificates for testing equipment source of the nitrogen (if necessary).
where applicable. — Safe disposal of nitrogen where applicable.
— Location and identity of low point sampling lines — Certificate of testing the atmosphere within valve
removed and replaced. chambers before entry.
— Amount of water entered to fill the system.
— Amount of water added to raise the system to test Where disposal of the test water is subject to regulatory
pressure. requirements, records such as Certificate of Water
— Amount of water removed to reduce the system Quality and Test Results should be maintained in
pressure to atmospheric. agreement with the responsible authority.
— Records of test pressures observed.

17
INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

18
 ANNEX A
TABLES

Table 1 – Water vapour table (for saturated vapour pressure and saturated vapour density)

Temp. SVP Water content Temp. SVP Water content

EC mbar gm/m3 EC mbar gm/m³
-40 0,128 0,119 40 72,780 51,190
-38 0,161 0,148 38 65,260 48,260
-36 0,200 0,183 36 59,420 41,750
-34 0,249 0,225 34 52,200 36,610
-32 0,308 0,277 32 46,550 32,830
-30 0,380 0,339 30 42,430 30,380
-29 0,421 0,374 29 40,600 28,780
-28 0,467 0,413 28 36,800 26,240
-27 0,517 0,455 27 34,650 24,780
-26 0,572 0,502 26 32,610 26,240
-25 0,632 0,552 25 31,670 22,050
-24 0,699 0,608 24 29,830 21,780
-23 0,771 0,668 23 29,090 20,580
-22 0,850 0,734 22 25,430 19,430
-21 0,937 0,805 21 23,860 18,340
-20 1,030 0,884 20 22,370 16,300
-19 1,140 0,968 19 21,960 15,310
-18 1,250 1,060 18 20,630 14,370
-17 1,370 1,660 17 19,370 13,480
-16 1,510 1,270 16 18,170 12,630
-15 1,650 1,390 15 16,040 12,630
-14 1,810 1,520 14 14,980 12,070
-13 1,980 1,650 13 13,970 11,350
-12 2,170 1,800 12 13,020 10,660
-11 2,380 1,960 11 12,120 10,010
-10 2,600 2,140 10 12,270 9,400
-9 2,840 2,330 9 11,470 8,820
-8 2,100 2,530 8 10,720 8,270
-7 2,380 2,750 7 10,010 6,750
-6 2,690 2,990 6 9,350 6,260
-5 3,020 2,250 5 8,720 5,800
-4 3,370 2,520 4 8,130 5,360
-3 3,760 2,820 3 6,580 4,950
-2 4,170 3,140 2 6,060 4,560
-1 4,620 3,480 1 5,570 4,190
0 5,110 3,850 0 5,110 3,850

Source: The Smithsonian Tables, Smithsonian Institute, Washington DC, USA

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 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

Table 2 - Residual water in pipework

(This table shows the amount of water per 100 m of pipe based on a film thickness of 0,1 mm and the internal
area of standard weight pipe.)

Pipe OD mm (in.) Imperial Gallons US Gallons Litres

60,30 (2) 0,34 0,41 1,55
88,90 (2,5) 0,54 0,65 2,45
113,30 (4) 0,72 0,87 2,29
168,30 (6) 1,09 1,30 3,94
219,10 (8) 1,43 1,71 5,48
272,00 (10) 1,80 2,16 8,18
322,80 (12) 2,15 2,58 9,77
354,60 (14) 2,35 2,82 10,67
405,40 (16) 2,70 2,24 12,27
456,20 (18) 2,05 2,66 12,87
508,00 (20) 2,38 3,05 14,36
609,60 (24) 3,08 3,90 18,55
762,00 (30) 4,10 5,12 22,19
913,40 (36) 5,14 6,37 26,93
1 065,80 (42) 6,16 8,58 32,52

The above pipe diameters may vary slightly according to the pipe standard used. The inch dimensions are the
Nominal Bore (NB) sizes widely used in the industry and are not the actual outside diameter for pipe sizes below
14 inches. Therefore the quantity of water per 100 feet of pipe quoted in the table is approximate.

20