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: sales@portland-services.com
 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: info@h-t-c.co.uk

viii
 1
GENERAL
1.1 INTRODUCTION
1.1.1 Traditionally, most airport fuel hydrant
systems have been pressure strength tested using
kerosene. Now that environmental considerations are
becoming more stringent, some countries and/or
authorities do not allow the use of kerosene as the test
liquid when carrying out the initial pressure strength
testing of the system. Further, research commissioned
by the IP2 has shown that there can be a wide variation
in results when testing with kerosene. Therefore, it is
likely that the use of water for testing will become more
widespread.
1.1.2 This publication is intended to give guidance
to designers, engineers and operators of airport fuel
hydrant systems in the use of water for testing and, in
particular, the subsequent dewatering procedures
required in bringing the system into commission. Whilst
such operations/procedures are commonplace in other
sectors of the pipeline industry, they have not been
generally adopted in the testing of airport fuel hydrant
systems.
1.1.3 Thorough drying of the hydrant system
following testing with water is essential to ensure that
the system, when in service, will not affect the quality
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
1.2 SCOPE
1.2.1 The guidance in this publication relates only to
the underground part of the hydrant system from the
final depot flange before the pipework goes
underground. This often is the cathodic protection
insulating flange. For details of design considerations
for the above ground section of the system, see IP
Model Code of Safe Practice Part 7 Airports safety
code 3.
1.2.2 Off-airport feeders, even though they may be
run underground for the whole or part of the way from
the supply point to airport storage, are considered to be
the responsibility of the relative supply and distribution
entity. They are not, therefore, included in the scope of
this publication.
1.2.3 The guidance included in this publication
applies only to the initial pressure strength testing of a
new system or of extensions to existing systems. As
water is to be the test liquid, when testing extensions to
an existing system it is essential that there is positive
isolation between the extension and the existing system,
using physical separation or a line blind. (In-line valves,
including double block and bleed are not considered
adequate for this purpose.) Routine tightness control
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

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

Pipe line dewatering, cleaning and drying, pipe line

1.3 REFERENCED PUBLICATIONS
API4
API Publication 1157, Hydrostatic test water treatment
and disposal options for liquid pipeline systems
rules of thumb handbook, Third Edition. Gulf
Publishing Company, Houston, Texas
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
hydrant systems
IP6
An investigation into the effectiveness of hydrant
pipeline gradient in assisting the migration of
particulate and free water contaminants at typical
product flow rates
Model Code of Safe Practice, Part 7, Airports safety
code7
Report on a study into pressure effects on liquid
kerosene
Institution of Gas Engineers and Managers8
IGE/TD/1 Steel pipelines for high-pressure gas
transmission
condense out of a gas at atmospheric pressure. Also
defined as the temperature at which a mist or dew
begins to form on a mirrored surface. The temperature
at which air is saturated with vapour.
saturated vapour pressure (SVP): the pressure at
which water will boil and give off steam or water
vapour at a given temperature. For example, water at a
pressure of 10 mbar will boil at 7 EC.
vacuum drying: a method of drying a pipeline or other
system after draining the bulk of the test water by
creating a vacuum within the pipe or system. The
pressure in the pipe or system is reduced to the SVP
when water will boil and give off steam or water vapour
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: sales@portland-services.com; 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: sales@portland-services.com
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
OF THE SYSTEM
Having a thorough understanding of the geometry of
the hydrant system being tested is critical to the
subsequent accurate assessment of the cleanliness and
dryness of the system. Constructional drawings of the
system should be available to the persons involved in
setting up and managing the testing of the system.
2.2 WATER DRAINING
2.2.1 The system should be designed to allow
removal by draining of the bulk of the water used for
the initial pressure strength test. The use of adequate
slopes to assist the moving of water to low points is
discussed in 6.1.4 of API/IP 1585 Guidance in the
cleaning of airport hydrant systems. Further
information on the migration of particulate matter and
water to low points may be found in An investigation
into the effectiveness of hydrant pipeline gradient in
assisting the migration of particulate and free water
contaminants at typical product flow rates.
2.2.2 Spurs should be designed so that water will
drain back to the main line. If this is not possible, e.g.
due to other underground services, other means of
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
2.2.3 To avoid unintended low points, there must be
adequate support for the lines: backfill may well cause
the line to sag if it is not adequately supported.
2.3 DESIGN FOR PIGGING
2.3.1 Pigs can be used to remove the bulk of the
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
API/IP 1585 Guidance in the cleaning of airport
hydrant systems.
2.3.2 Bends and any changes in pipe diameter
should be reviewed to ensure they will allow free
movement of the pigs.
2.3.3 Low point drain/sampling lines should be
removable if they will impede the passage of a pig, (see
2.3.1).
2.3.4 Bars should be fitted across the side branches
of 'T' connections and low point sumps if there is the
possibility of a pig becoming trapped.
2.3.5 Suitable pig launching and receiving traps will
need to be provided, even if only on a temporary basis.
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER
2.4 LOW POINTS
2.4.1 Low points are provided for routine flushing
of a fuel hydrant system when in service. Several
different designs are used but all depend on the system
pressure to purge any sediment and free water present
through a small diameter pipe to the surface where it
can be collected in a flushing vehicle tank. If pigs are to
be used the low point sampling/flushing pipe must be
removable, unless it is attached externally to the bottom
of the sump.
6
2.4.2 In most designs with an internal removable
sampling/flushing pipe, this small pipe may not touch
the bottom of the low point sump. Small amounts of
water remaining in the sump will affect the dew point
readings when drying the system. Therefore, when
using low points to remove the small amounts of water
that are present after the removal of the bulk of the test
water, a probe may have to be passed through the
sampling line to reach the bottom of the sump. This
may require the removal of the sampling line and care
in the design and use of the probe to avoid damage to
the internal lining of the riser and, in particular, the
sump.
 3
TESTING WITH WATER
3.1 GENERAL
3.1.1 For many years the use of water to pressure
strength test airport fuel hydrant systems was not
considered, thereby obviating the need to subsequently
follow the stringent drying procedures that are required
following pressure strength testing with water. Hydrant
operators endeavour to prevent water entering a system
and to provide means to remove any slight amounts that
may enter, or condense out of the fuel, in service.
3.1.2 In recent years, some authorities have
prohibited the use of fuel to carry out the initial
pressure strength test to prevent environmental
contamination caused by the successful detection of a
weak point leading to a leak. With the ever-increasing
attention being given to protecting the environment, and
recent introduction of environmental protection
legislation in some countries, it is thought that more
authorities will adopt this approach in due course.
3.1.3 In view of this, the use of water has been
evaluated. The use of high-pressure gas or air is not
recommended. Gases are less sensitive as a pressure test
medium than a liquid and also present a risk of accident
due to the high level of stored energy. Water, being a
liquid, is a better pressure test medium and a safer
alternative to a gas.
7
3.2 CONSIDERATIONS FOR AND AGAINST
USING WATER
3.2.1 Over the last 10 or so years, the industry has
gained experience in cleaning and drying airport fuel
hydrant systems after water has been used for the initial
pressure strength test.
3.2.2 When using kerosene as the test liquid, it has
been noted that unpredictable results may be
experienced, particularly in the early stages of the test
when a drop in pressure can be experienced which may
or may not be as a result of a leak.
The IP commissioned research into this
phenomenon in 2000. The results of tests showed that
air absorption into kerosene was mainly responsible for
the anomalous results experienced in the field. Carrying
out the same tests using water gave very much more
stable results even if some air was present in the
system. One of the conclusions of the research was that
where it is possible to properly drain and dry the system
following the testing, the use of water as the test
medium should produce a more reliable pressure test
result.
3.2.3 One very important aspect is the quality of the
water needed for the testing. There is a considerable
risk of introducing unwanted microbiological growth
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER
material if the water is not sufficiently clean. Water of
potable quality is required to ensure that this does not
happen. Whilst it is thought that the level of chlorine
found in potable water will not present a problem in
testing of a system with water, potable water containing
higher than normal levels of chlorine could have a
damaging effect on pipeline weld joints, as these are not
coated.
3.2.4 A research study into the disposal of
hydrostatic test water within the USA is detailed in API
Publication 1157, Hydrostatic test water treatment and
disposal options for liquid pipeline systems. It should
be noted that this document 'is a research study to
provide the (USA) liquid pipeline industry with
credible data and information relative to hydrostatic test
water…' and it is not a regulatory document. The study
included both new and existing pipelines.
3.2.5 Frequently, the only locally available source of
water in sufficient quantities to test a system is the
airport’s fire main water. Normally the quality of this
water is not acceptable for testing the fuel hydrant
system due to the high level of contaminants that may
cause microbiological problems.
3.2.6 Filtration of the water before use as the test
medium may be an option worthy of consideration,
although this is unlikely fully to remove
microbiological contaminants. Ideally, the solids
contamination level should be less than 1 mg/l
(3,8 mg/USG).
3.2.7 If there is good quality water available, but not
in sufficient quantity to test the whole of a system,
consideration should be given to testing the system
section by section thus conserving the water. However,
testing against a closed valve should not be considered
and water used in testing one section should not be
8
transferred under that high pressure to the next section
to be tested. The system should first be depressurised to
prevent damage to a line valve being opened under the
test pressure.
3.2.8 The guidance in this publication is based on
the assumption that sufficient suitable water is
available. However, at locations where suitable water is
not available the advice of an appropriately qualified
and experienced body or entity should be sought.
3.2.9 In some locations, disposal of test water may
be problematical and must be considered when planning
to test with water. This should not normally present a
problem, as the pipework under consideration in this
publication will not have contained hydrocarbons but
contact with potential contaminants should be
considered prior to disposal. In cold climates ethylene
glycol may have to be added to the water to prevent
freezing. In some countries legislation requires test
water to be colour-dyed. Both of these instances will
affect the manner of disposal.
3.2.10 The use of a biocide in less than clean water
requires very careful consideration and should not be
undertaken without seeking expert advice. The
effectiveness of the biocide needs critical study and its
complete removal with the bulk water and in
subsequent drying is vital. For instance, consideration
needs to be given to any impact by a biocide on internal
lining or seal materials. Again, the use of biocide
treated water will require special disposal procedures.
3.2.11 All gaskets and other like materials used
should be compatible with both water and jet fuel. It has
been known for some types of gasket material to absorb
water in the testing so presenting a problem in the
drying process.
 4
PREPARING FOR AND PERFORMING
THE INITIAL STRENGTH TEST
4.1 GENERAL
4.1.1 When planning to test a system with water it is
important to allow sufficient time for the drying of the
system after testing, as this could be a lengthy process.
4.1.2 Once the construction of the system has been
completed, the integrity test using air at a pressure not
exceeding 100 kPa (15 psi) to test the integrity of
welds, flange connections etc. would normally be used
if the system is then to be filled with fuel. When water
is used as the test medium, the low-pressure air test is
not essential. When the system to be tested with water
is an addition or extension to an existing system, it is
vital to ensure that it is completely isolated from the
live system.
4.1.3 The whole procedure needs detailed and
thorough planning beforehand so that adequate
equipment and manpower are available for the
operation. A Permit to Work system should be used
throughout the operation.
4.1.4 As the internal pipe linings used can be
affected by prolonged immersion in water (or
additives), the type of lining material should be
confirmed to determine the length of time that water
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
completion of the test and the removal of the water, the
line should be filled with fuel as soon as practicable. If
9
this is not practicable, the use of nitrogen as a corrosion
and microbiological growth inhibitor should be
considered, see 5.2.3.
4.2 EQUIPMENT
4.2.1 It is assumed that carbon steel line pipe
(conforming to API 5L B or equivalent) is used and the
test pressure will be typically 1,5 times the maximum
permissible operating pressure, held for a minimum of
24 hours. Therefore, sufficient pressurising and
pressure/temperature measurement equipment will need
to be available on site for the testing.
4.2.2 It is further assumed that the line has been
adequately cleaned of any construction material and
debris. Reference to Section 7 of API/IP 1585
Guidance in the cleaning of airport hydrant systems is
recommended for guidance on ensuring that the newly
constructed system or section to be tested is clean.
4.2.3 Check that all lines and branches can be
vented and drained and that there is a facility for filling
the system with water. This is particularly important if
the section to be tested is not provided with a low point
and vent in its operational mode - such as a new feeder.
4.3 TEST PROCEDURE
4.3.1 Unless the system or section is known to be
 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
through the line, propelled by dry and oil-free air to
remove dust and dirt. Inspection of the pig(s) after
passing through the line will give an indication of the
internal condition of the line.
4.3.2 In order to minimise the effects of temperature
change during the test, the line trench should be
backfilled with at least the material used surrounding
the pipe but not necessarily with the final concrete.
4.3.3 Ideally, valves, instruments and instrument
signal lines should not be installed at this stage. Low
point sampling/flushing lines should be removed if their
presence would interfere with the passage of a pig.
4.3.4 Testing against a closed valve should not be
allowed unless the valve is rated to withstand the test
pressure. A line blind should be used if the valve is not
so rated. Drain and vent valves may remain in place
provided that they are able to withstand the test pressure
to be used.
4.3.5 Where multiple sections are to be tested, it
may be advisable to permit the in-line valves to remain
in situ and in a semi-open state, providing the pressure
rating of the seals is above the intended test pressure.
10
This will offer the facility to minimise the quantity of
water/fuel egress should a failure occur. Drain and vent
valves may remain in a semi-closed state, under the
same proviso, but should have blind flanges fitted to the
outlets.
4.3.6 The section to be tested should be filled slowly
with the test water (as part of the cleaning process).
During the filling, venting of air should be carried out
progressively as the line fills.
4.3.7 The pressure test should then be carried out in
accordance with the agreed procedures.
4.3.8 After satisfactory completion of the test, the
test pressure should be reduced to zero gauge through
a pressure letdown valve at a controlled rate.
4.3.9 The test water should be removed from the
system within 14 days as longer contact with water may
affect the pipe lining. The system should be completely
dewatered and then dried. Where a permit to dispose of
the test water is required, local regulations should be
observed. API Publication 1157 Hydrostatic test water
treatment and disposal options for liquid pipeline
systems may provide useful information.
 5
DEWATERING AND DRYING
5.1 INITIAL DEWATERING
5.1.1 The bulk of the water should first be removed
by either using suitable pump(s) to draw the water from
the low points or by using pigs propelled by air to push
the water to a temporary discharge point at the end of
the line(s).
5.1.2 After the bulk of the water has been removed
as above, the remaining free water should be removed
by using air propelled, tight fitting, cup rubber or bi-
directional pigs either run singularly or in pig trains. Pig
runs should be made until they fail to bring out water.
The air compressor(s) used should be of a capacity to
propel the first pigs against any head of water in the
system but the back pressure on the pigs should be
limited, where possible, to 50 kPa (approximately 7
psi). The air should be dry and oil-free. Adequate
control of the pressure propelling the pig and the back
pressure on the lead pig (or leading face of a single pig)
will need to be maintained to ensure the pig(s) travel at
the appropriate speed within agreed safety limits. (See
also 5.1.6).
5.1.3 As the pigging is likely to cause free water to
collect in the low point sumps, these should be checked
for water and any found removed. Unless the low point
assemblies are of a design that permits the passage of a
pig (see 2.3.1), they will not, at this stage, be in place
and the risers, in which the sampling line is normally
installed, will be fitted with blind flanges. To check the
low point sumps along the system the blind flanges will
11
need to be opened to allow a visual examination. Any
water can be removed using a suction pump.
5.1.4 As the dewatering progresses, foam pigs can
be used and these weighed before and after use. In this
way the amount of moisture being removed can be
assessed. Inspection of the colour of pigs being
removed will also give an indication of the dryness of
the system.
5.1.5 If an adequate back pressure is not maintained
when running soft foam pigs they may run so fast that
they do not have time to pick up any water. In addition,
any that is absorbed is usually squeezed out when they
negotiate a bend at high speed.
5.1.6 A more efficient method of utilising foam pigs
is to run trains through the line at controlled speeds of
approximately 1 m/sec. (3,3 ft/sec.). The train
comprises a high-seal bi-directional pig at the front and
rear with foam pigs in between. The number of foam
pigs in the train depends on the capacity of the pig
launch and receipt facilities. The slow running speed
allows the foam pigs to absorb more moisture, which
should be locked inside the train by the end pigs. Pig
trains should be run until the foam pigs emerge dry. The
aim is to achieve a water film on the inside of the pipe
of no greater than 0,1 mm, but even this thin film in a
large system will add up to a considerable quantity of
water. However, developing as thin a film as
practicable during dewatering will aid evaporation of
the residual water during the subsequent drying process.
 INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER
5.1.7 The line can be considered to be free of bulk
water when the pig is seen to be clean after transiting
the system and there is negligible dirt in the receiving
pig trap if used. An open cage used to receive the pigs
will not, of course, be of such use in determining the
cleanliness.
5.1.8 Vertical risers may be cleaned and dried by
using swabs and pull-throughs after removing the base
flange blind. Visual inspection should be carried out to
determine the cleanliness and dryness of the riser.
5.2 DRYING USING DRIED AIR
5.2.1 For the drying, an adequate supply of pigs and
appropriate air compressors capable of supplying dry
and oil-free air will be required. A record of pigs
entered into and removed from the system should
always be maintained to ensure that none are left in the
system. Equipment for measuring the dew point of the
air will be needed.
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
checking against records. Pit valves should not be
installed at this point.
5.2.3 If there is to be a delay between testing and
filling of the system with fuel, it may be preferable not
to install the valves, but to carry out the drying process
and then inhibit the system with nitrogen. (See 5.4
warning.) Each case needs to be considered and a
decision made as to when to fit the valves.
5.2.4 Suitable driers (e.g. silica gel) should be
connected between the air compressor and the line and
again the pressure should be limited to 50 kPa (7 psi).
5.2.5 Check that all drain and vent valves are closed.
If valves and fittings are installed that were not in place
during the hydraulic test, the system should be
pressurised, with dry, oil-free air, to 50 kPa (7 psi) and
a Low-Pressure (LP) test carried out. The reason for
this test is to ensure there is no major leak at any of the
valves and fittings installed after the hydraulic test.
5.2.6 Close the air compressor drying unit outlet
valve and maintain the 50 kPa (7 psi) air test pressure
for at least one hour.
5.2.7 Purging the system with air should now
12
commence. Open a drain or vent closest to the air-
drying unit and measure the dew point. Continue
purging until a measurement of 200 ppm is obtained.
This is equivalent to the dew point at -35 EC (-31 EF) at
atmospheric pressure (0 psig).
5.2.8 Move to the next vent or drain point and
measure the dew point. Purge until a measurement of
200 ppm is obtained.
5.2.9 Continue measuring in the flow direction until
a measurement of 200 ppm is obtained at the end of the
system.
5.2.10 Close down the air compressor and carefully
release the pressure in the system to atmospheric.
5.2.11 When ready to commission the system, fit the
pit valves, low point tubes etc. and then LP air test for
a final leak check of all newly made joints. It is
essential that dry, oil-free air be used. On completion,
the system should be filled with product and the soak
test and other commissioning procedures carried out.
5.3 DRYING BY VACUUM METHOD
5.3.1 The principle of this method is to reduce the
pressure in the line to a level where water will boil at
the temperature of the pipeline surroundings. The
remaining water vapour may then be removed and the
system pressure reduced to a level where the pipeline is
at or below the saturated vapour pressure.
5.3.2 Drying by the vacuum method may take longer
than drying with air but, when fuel costs are taken into
account, it may prove to be cost effective.
5.3.3 A typical sequence for vacuum drying is
outlined in 5.3.3.1 – 5.3.3.10.
5.3.3.1 After the removal of water by draining and
pigging, the vacuum pump and associated equipment
should be set up. The pump will be connected to the
pipework through a manifold. This is normally fitted
with an in-line valve to isolate the pump when required
and at least three off tappings and fittings for
instrumentation. It is preferable to house the
instruments in a suitable shelter and it should include a
digital thermometer, a digital pressure
reading instrument and a dew point meter. A vacuum
gauge should be installed at the opposite end of the
system to ensure equal vacuum is pulled throughout.
 DEWATERING AND DRYING
5.3.3.2 The pump should then be started and
evacuation of air commence. At a pressure of
approximately 50 kPa (7 psi) the pump should be
stopped and isolated. This pressure should be held for
at least two hours whilst a leak check is carried out. A
rise in pressure may indicate a leak. This pressure is
suggested as it is well above the SVP where water
evaporation would lead to a misleading pressure
increase.
5.3.3.3 After a successful leak check the SVP is
determined by taking a temperature reading and
consulting the SVP table, see Annex A, Table 1.
5.3.3.4 Pre-drying can now take place. Once SVP has
been reached, evaporation of free water will commence.
Vapour may be seen exiting the vacuum pump. During
this stage of the drying the speed of the pump should be
carefully controlled via the pump inlet valves to
maintain the pressure at a constant level. This will assist
in avoiding freezing of the water in the line, which will
lead to erroneous dew point readings.
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
water, the capacity of the vacuum pump and ambient
temperature will determine the duration of this stage.
5.3.3.6 The evaporation can be speeded up by
introducing a dry air 'leak' into the system at the end
opposite the vacuum pump. The dry air introduced into
the system at !40 EC (!40 EF) will expand and in so
doing will absorb moisture before exiting the vacuum
pump. However, care must be taken to regulate the air
supply to the speed of the pump in order to maintain
SVP.
5.3.3.7 A lack of vapour exiting the vacuum pump and
a noticeable decrease in pressure will signal the end of
the evaporation stage. Main drying can now take place.
The water being converted to a gas at SVP enables the
maintaining of a set pressure within the system as,
whilst the vacuum pump is attempting to evacuate the
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
5.3.3.8 The pump should now be isolated from the
system and a soak of a minimum of 12 hours should
take place. The pressure should remain fairly constant
if the system is dry. If any freezing did take place this
soak period will allow for de-icing.
5.3.3.9 If during the soak period, significant or
constant pressure rises are noted, it is likely that
evaporation is still taking place. Further drying will
have to be carried out.
5.3.3.10 Once the drying has been completed dry air or
nitrogen should be introduced until a positive pressure
of 50 kPa (7 psi) is achieved. Dew point readings
should be taken at both ends and, where possible, at
intermediate points. A further period of 12 hours at this
pressure is recommended after which dew point
readings are again taken. If the required dew point is
attained, the system pressure should now be raised to at
least 100 kPa (15 psi) using dry air or nitrogen to
prevent ingress of moisture. A leak check should then
be carried out. If this is satisfactory, the drying
operations will be completed.
5.4 NITROGEN INHIBITING
WARNING: If nitrogen is used there is a possibility
of the gas accumulating in valve chambers. Before
entry the atmosphere within the chamber must be
tested to ensure it is safe.
5.4.1 Whilst nitrogen is an inert gas, it cannot
support life and all due precautions need to be taken
when filling, monitoring and evacuating the gas from
the system before filling with product. The pressure
should not exceed 70 kPa (10 psi) and prominently
displayed notices to warn that the system is under
nitrogen should be displayed. System pressure should
be monitored weekly.
5.4.2 All nitrogen should be purged from the
system, under controlled conditions and using clean dry
air, before commencing to fill the system with fuel.
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
has been held under positive pressure in dry air or
nitrogen, as in 5.3.3.10, a loss of pressure may indicate
a leak. Action to resolve this situation should be taken
before proceeding further with the filling process.
6.2 If the pressure is satisfactory, it should, where
necessary, be reduced to atmospheric before
commencing to fill the system with fuel. If nitrogen has
been used, it must be purged with clean dry air and the
nitrogen disposed of safely. Note the warning in 5.4.
6.3 All valves and low points, as required, may now be
15
installed and a LP air test should be carried out. On
satisfactory completion of this test the pressure should
be reduced to atmospheric and the system readied for
filling.
6.4 Filling should be carried out in a controlled
manner, mainly by gravity where possible, and air
venting carried out at all possible points.
6.5 Reference to Section 10 of API/IP 1585 Guidance
in the cleaning of airport hydrant systems may be found
to be useful in carrying out the commissioning process.
INITIAL PRESSURE STRENGTH TESTING OF AIRPORT FUEL HYDRANT SYSTEMS WITH WATER

16
 7
RECORDS
Maintaining accurate records is an intrinsic part of the
procedure. The following list is not exhaustive, as
variations depending on the method used, location etc.
will be necessary. As a minimum it is recommended
that the following records should be included:
— Information necessary to define/describe the
system to be tested and the process to be used.
— Key personnel involved (contractors, site
supervisors etc.)
— Work Permits issued.
— Calibration Certificates for testing equipment
where applicable.
— Location and identity of low point sampling lines
removed and replaced.
— Amount of water entered to fill the system.
— Amount of water added to raise the system to test
pressure.
— Amount of water removed to reduce the system
pressure to atmospheric.
— Records of test pressures observed.
17
— Acceptance criteria for test results.
— Pressure testing certificates as required.
— Record of pigs entered and recovered.
— Weight of pigs before and after running through
the system.
— Condition of pigs examined after running.
— Dew point readings at the various points and times
at which they were taken.
— Pressure readings taken during the vacuum drying
soak test as in 5.3.3.8 and 5.3.3.9.
— If nitrogen is used, amount put into the system,
source of the nitrogen (if necessary).
— Safe disposal of nitrogen where applicable.
— Certificate of testing the atmosphere within valve
chambers before entry.
Where disposal of the test water is subject to regulatory
requirements, records such as Certificate of Water
Quality and Test Results should be maintained in
agreement with the responsible authority.
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

19
 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