IBP1477_19

USING ARTICULATED BOOM LIFT AND

MOBILE CRANE FOR COMPLEX
MAINTENANCE OF REPLACING THE
BEARING OF A SWIVEL JOINT OF A
PETROLEUM MARINE LOADING ARM (MLA)
AT ANGRA DOS REIS WATERWAY
TERMINAL
Thiago S. Mello , João H. C. França2, Fabio F.
1

Machado3, Carlos A. Junior4, Flavio S. Areas5,

Alexandre Q. Bacelar6

Copyright 2019, Brazilian Petroleum, Gas and Biofuels Institute - IBP

This Technical Paper was prepared for presentation at the Rio Pipeline Conference and Exhibition 2019, held
between 03 and 05 of September, in Rio de Janeiro. This Technical Paper was selected for presentation by the
Technical Committee of the event according to the information contained in the final paper submitted by the
author(s). The organizers are not supposed to translate or correct the submitted papers. The material as it is
presented, does not necessarily represent Brazilian Petroleum, Gas and Biofuels Institute’ opinion, or that of its
Members or Representatives. Authors consent to the publication of this Technical Paper in the Rio Pipeline
Conference and Exhibition 2019.

Abstract

The Angra dos Reis Waterway Terminal (TEBIG) is responsible for servicing the REDUC
Refinery in Rio de Janeiro surroundings, through the ORBIG crude oil pipeline, that goes from
TEBIG to TECAM inland Terminal. The main activities of TEBIG are transportation and
storage of crude oil, to provide REDUC and REGAP refineries. The terminal has a pier with
two berths for mooring and operations of ships, usually Suezmax and VLCC, with products
coming from import, cabotage or export of crude oil. Each berth has five marine loading arms
(MLAs), of size from 12 to 20 inch, that has the function of allowing the transfer of product
between the Tanker and the Terminal with the capacity to accommodate the movements
imposed by the Tanker. One of the MLA presented small leakages in one of the swivel joints,
located at the topmost point of the equipment, called apex swivel. External inspection and
failure analysis were carried out and the conclusion was that the swivel joint had excessive
slack caused by internal wear of its balls and wires, leading to leakage. Therefore, this paper
presents the main steps of this unprecedented job, since the inspection and failure analysis until
the execution of replacing the bearing of the swivel joint of the loading arm. Only a articulated
boom lift and a mobile crane was utilized for whole job, without the use of scaffolding nor
floating crane, which allowed time economy up to 50%, enabling the terminal return operating
and full availability for mooring and shipping.

Keywords: Waterway Terminal. Marine Loading Arm. Swivel Joint. Maintenance.

______________________________
1
Mechanical Engineer - TRANSPETRO
2
Master, Mechanical Engineer - TRANSPETRO
3
Mechanical Engineer – TRANSPETRO
4
Mechanical Engineer - TRANSPETRO
5
Mechanical Technician – TRANSPETRO
6
Mechanical Technician – TRANSPETRO
 Rio Pipeline Conference and Exhibition 2019

1. Introduction

The Angra dos Reis Waterway Terminal (TEBIG), located at Ilha Grande Bay, in Angra
dos Reis, Rio de Janeiro State, is responsible for servicing the REDUC Refinery, located in
Duque de Caxias, through the ORBIG crude oil pipeline, that goes from TEBIG to TECAM
inland Terminal, with extension of 120 km. The main activities of TEBIG are transportation
and storage of crude oil, to provide REDUC and REGAP refineries, in addition to the receipt
and treatment of water from the exploration and production platforms. The TEBIG also acts
like a warehouse of exportation and cabotage to small sized terminals. The bunker is used to
supply the demand of ships which operate in the terminal and in the Mangaratiba and Sepetiba
ports by barges that operate in the tugboats pier.
The terminal has a pier with two berths for mooring and operation of ships, usually
Suezmax and VLCC, with products originating from import, cabotage or export of crude oil
and finished products, including also ship-to-ship operations. Each berth has five marine
loading arms (MLA), with diameters ranging from 12 to 20 inches, which has the function of
allowing the transfer of oil, bunker and water between the Oil Tanker and the Terminal.
All MLAs have six swivel joints, designed to allow the rotation of the tube on its axis,
allowing relative movement between the tank and the terminal, due to tidal oscillations and
variations in ship height during product transfer, even under loads static and dynamic, avoiding
external leaks.
In Figure 1, we can see an example of four marine loading arms connected
simultaneously to the Tanker during a petroleum and bunker transfer.

Figure 1. Marine Loading Arms of TEBIG connected to the Tanker.

2. Failure Analysis of Swivel Joint

The development of ball bearing swivel joints during the 50’s were responsible for
marine loading arms be possible because allowed the rigid tubes to rotate 360° in all planes
without leakage. All MLAs have six swivel joints located in specific parts of the equipment to
accommodate the ship’s movements during operation. In Figure 2 we can see a schematic of
MLA with the positions of swivel joints and related ship’s movement.

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Figure 2. Schematic of MLA with swivel joints (numbers in green) and related ship’s movement (yellow).
(MELLO, T. et al, 2017)

The swivel joints enable rotation in the radial plane of the pipe by conducting the fluid
under pressure and radial, axial and moment stresses imposed by the movement of the
equipment. The Figure 3 shows a partial cross-sectional drawing with the elements of a swivel
joint, welded to the product pipe. Internally, the swivel joint is composed of two important
mechanisms that guarantee its function, the sealing and the rolling bearing. The sealing, or
internal seal, is made by elastomeric gaskets (item 1 of Figure 3), in circular format and
mounted with a metal ring, which seals the passage of fluid between flanges. The rolling bearing
is a collar of metallic balls or rolls (item 2 of Figure 3) and wire races (item 3 of Figure 3),
which holds the flanges with the resultant of internal pressure and loads and moments due to
their own weight and inertia.

Figure 3. Swivel joint design (Adapted of WOODFIELD, 2008).

Leakage in swivel joints may occur due to deterioration or damage to the internal seal,
damage or corrosion of sealing surfaces, assembly errors, and wear on bearing components.
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Wear on internal bearing components may be caused by improper grease or contaminated

grease, poor lubrication, assembly lubrication delays, and corrosion of wires, rings or balls due
to contact with the product inside the arm or water coming from outside.
One of the TEBIG MLA 16 inches presented recently small leakages in one of the
swivel joints, located at the topmost point of the equipment, called apex swivel (position 3 in
Figure 2). Several seals changes were carried out without solving the problem. It was necessary
to inspect internally and check if the sealing sets or the ball bearing was damaged.

2.1. Swivel Joint Opening and Inspection

It was necessary to access the apex swivel joint with an Articulated Boom Lift. The
MLA was in the parked and locked position. The swivel joint was opened 70mm, as shown in
Figure 4, and the flanges surfaces and sealing seats were cleaned with a degreaser to enable
visual inspection.

70mm

Figure 4. Apex swivel opened to inspection.

After opened, it was possible to inspect the two sealing faces visually and through a
portable borescope. Small marks and cavities have been observed at some points on the sealing
faces, but not enough damaged to compromise the sealing of the swivel joint. Unfortunately,
the swivel joint design does not allow internal inspection of the bearing (wires and balls) as
there is no side opening (hole with plug) for balls ingress. In order to check the bearing, it is
necessary to completely dismantle the joint, which cannot be performed without lifting the outer
arm.
Some measurements of the swivel joint were made to check if the component has
excessive internal clearance. The points of measurements taken can be seen in the sketch of
Figure 5. The conclusion was that the dimensions X, Y and Z show that there is an internal
clearance in the rolling bearing, contributing to an irregular smashing of the seal. The estimated
clearance were around 1.5 mm. We cannot find the reference measurements in the
manufacturer's manual, although we estimate design clearances around 0.1-0.3 mm. So, this big
clearance found contributed to the constant leaks as it allows an irregular smashing of the seal.
The solution was replace the bearing of the swivel joint.
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Figure 5. Swivel sketch with measurements points (A, B, X, Y and Z).

2.2. Strategy to Maintenance of Apex Swivel Joint

Motivated by the need to replace the bearing of apex swivel joint, the team planned the
maintenance with the MLA’s manufacturer because this type of job was complex and never
done before by Transpetro. This service is not an ordinary maintenance repair because swivel
joints are designed for the equipment’s full life. However, according to the manufacturer, this
service is done normally by removing completely the inner and outer arm (or inboard and
outboard arm) from its fulcrum box and the repair is carried out in the ground in a dockyard.
The services for replacing the bearing in the apex swivel joint would be performed at a
height of approximately 25 m from the ground, so there would be a need for full access to the
repair local. At least two professionals would be used simultaneously, as well as access to other
points of the loading arm for locking the moving parts with the installation chain blocks and
pull lift. Normally, are used three means to carry out work in height: tubular scaffolding,
industrial climbing or articulated boom lift; which can be used individually or in combination,
depending on the complexity and safety requirements.
The tubular scaffolds are static structures made of carbon steel and assembled according
to the need and height at which the services will be performed. All scaffolding must be done by
qualified personnel and the design must have calculations made up by an engineer, validated
by a class entity (or inspection body). In Figure 6, it is possible to see a loading arm with
scaffolds to the top. On the other hand, services performed by industrial climbers are limited,
require highly qualified personnel, rescue personnel, equipment and specific accessories and
result in a higher cost compared to the scaffolding team. Besides this, boom lifts are mobile and
self propelled equipment (electric or combustion motors), operated by skilled professionals,
which have several segments articulated and driven by hydraulic actuators, allowing access to
high points quickly and safely and with incredible mobility.

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Figure 6. Loading arm with complete scaffolding.

After discussion of the above strategies with Transpetro's maintenance, operation and
safety work teams, it was decided to replace the apex swivel joint bearing only by removing the
outer arm, supporting it on the pier and the neighboring loading arm. For this, the exclusive use
of an articulated boom lift and a mobile crane would be enough. The use of scaffolding, in
addition to being more time consuming, would result in a more complex design since there
would be a need to remove the outer arm. The service with industrial climbers would not be
completely effective since, because Transpetro's loading arm specialists and equipment
manufacturer would need to access to swivel joint to perform more specific tasks such as
dismantling the swivel joint and replacing the bearing components.

2.3. Replacement of the Bearing of Apex Swivel Joint

The use of an articulated boom lift allowed the simultaneous access of 3 people in the
region of the swivel joint and in the points of the loading arm for the installation of the locking
and lifting accessories. Figures 7 and 8 illustrate one of the teams reaching the movable parts
of the loading arm through the articulated boom lift.

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Apex swivel

Inner arm
Outer arm

Figure 7. Parts of the MLA before dismantling the outer arm.

Crane

Boom lift

Figure 8. Articulated boom lift and mobile crane during the service in MLA.

The mains activities that were developed for the replacement of the bearing of the apex
swivel joint is showed in the following:
o Mechanical locking of the loading arm by pull lifts to hold the secondary weights
to the inner arm;
o Adjustment of pull lifts onto the outer arm and tension up the block chains;
o Remove the apex pantograph pin;
o Rigging the outboard arm (Figure 9);
o Opening the swivel and removal of wires and balls. Cleaning the parts (Figure
10);
o Rebuild the swivel with new wires and balls, greasing the pieces and rotating
test;
o New seals installed;
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o Reassembling the outer arm and the pantograph link;

o Leak test;
o Removal mechanical locks;
o Operation of the loading arm.

Outboard arm

Figure 9. Outboard arm being removed by the crane.

(a) (b) (c)

Figure 10. Apex swivel joint before disassembling (a). Wire races and balls removed from the swivel were found
to be worn (b and c).

3. Costs Estimation and Comparison

Considering the services being performed in one of the Transpetro’s main waterway
terminals, a comparison between the two methods, scaffolding and boom lift, was necessary in
order to arrive at a solution that would result in the shorter downtime of the berth.
The assumptions adopted were:
o Costs with scaffolding: R$ 28,000.00 (1,500 m of scaffold tube);
o Costs with Boom Lift rental: R$ 570.00/day;
o Costs with 60ton Mobile Crane rental with operator: R$ 3,000.00/day;
o Working day: 8h/day

In the comparative chart of Figure 11, the raised data is shown. It is possible to realize
that the use of the boom lift is more advantageous in terms of run time, less number of people
and costs. There have been 50% fewer people involved in the activity and 62% less time in
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running the services, reducing the HHER (occupational exposure risk) and returning the
equipment and berht faster for operation. In addition, it was saved 72% in relation to the rental
of equipment and resources with the maintenance of the loading arm.

Comparative chart - Labor (n° people) Boom Lift Scaffold

Scaffolding 0 8
Mechanic 1 2
Helper 2 2
Crane operator 1 1
Mechanic/boom lift operator 1 0
MLA specialist 1 1
Transpetro specialist 2 2
TOTAL 8 16

Comparative chart - time required for

Boom Lift Scaffold
execution (days)
Preparation 1 4
Swivel maintenance 3 5
Demobilization 1 4
TOTAL 5 13

Comparative chart - resources cost (R$) Boom Lift Scaffold

Scaffolding R$ - R$ 28,000.00
Crane R$ 9,000.00 R$ 15,000.00
Boom Lift R$ 2,850.00 R$ -
TOTAL R$ 11,850.00 R$ 43,000.00

Figure 11. Comparative charts between boom lift and scaffolding.

4. Conclusions

During the whole service, it was used only an articulated boom lift and a mobile crane
to perform all the planned tasks, without the need of the traditional and time-consuming
assembly of scaffolding for people access. This choice generated savings of 62% in time and
72% of money for Transpetro when compared to the strategy of scaffolding the loading arm.
Besides this, the occupational exposure to risk was reduced by 50% because of less labor
utilized.
Direct and indirect, logistical and financial gains, as well as the dissemination of
knowledge between manufacturer and customer, were outstanding in this unprecedented task,
carried out without unforeseen circumstances and without influencing the availability of the
berth. This is a case of success that should be disclosed to other units of Transpetro, in order to
optimize resources and increase efficiency of maintenance.

4. References

WOODFIELD LOADING SYSTEM. Operation and Maintenance Manual of Marine Loading

Amrs MK-9. DOC-Nº DN/07/1029/31, v. 0, 2008.
MELLO, T. S.; MANSO, F. Operation and Maintenance of Marine Loading Amrs: pipelines
and terminals. Transpetro, Rio de Janeiro, 2017.
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