Cargo Hose
medium
5 models total
A cargo hose is the flexible link between ship and shore, or ship and ship, that every tonne of liquid cargo must pass through, checked before every transfer because a hose failure during cargo operations is one of the fastest ways a tanker has a serious spill.
Read more — Cargo Hose explained ▾
What sets cargo hose apart
A cargo hose is not general-purpose flexible piping. It is built and certified for a specific cargo type — crude oil, refined products, chemicals, or LPG — because the lining and reinforcement that resist one cargo can be attacked or degraded by another. Unlike the fixed manifold piping it connects to, a hose flexes constantly under handling, is exposed to weather and UV when stowed on deck, and gets far less structural protection than a welded pipe run, which is why hoses have their own, shorter inspection and pressure test cycle rather than sharing the ship's general piping survey. The hose is also the one part of the cargo system regularly handled by shore personnel and crane operators who are not part of the ship's crew, so its condition has to be obvious and verifiable at a glance, not just sound on paper.
Main types and construction
- Rubber composite hose — layered rubber and textile or wire reinforcement, the traditional choice for crude and product cargoes
- Composite (thermoplastic) hose — helically wound film and fabric layers over a wire helix, lighter than rubber hose and widely used for chemical cargoes because linings can be matched to specific chemical resistance needs
- Cryogenic hose — multi-layer construction for LPG and other liquefied gas transfer, rated for very low temperature service
- End fittings — flanges crimped or built into the hose ends, the point where most hose failures actually start
Selection and sizing
- Chemical compatibility of the lining with the specific cargoes the ship carries, checked cargo by cargo, not just by generic hose type
- Working pressure and test pressure rating against the cargo pump discharge pressure actually used
- Diameter and length matched to the manifold spacing and the transfer rate required
- Temperature rating, critical for heated cargoes and essential for any cryogenic service
Regulations and class
MARPOL Annex I and Annex II set the framework for preventing cargo and oil discharge during transfer operations, and cargo hoses used in ship-to-ship or ship-to-shore transfer are subject to periodic pressure testing, typically well above normal working pressure, with results recorded and the test date marked on the hose itself. Terminals and vetting inspections routinely check hose test certificates and physical condition before permitting a transfer to start, and an out-of-date or damaged hose can stop cargo operations on the spot regardless of what the ship's own paperwork says.
Typical faults
| Fault | Cause | Consequence |
|---|---|---|
| End fitting separation | Fatigue at the crimped joint from repeated handling and bending | Sudden hose failure at the flange, one of the most common causes of cargo spills during transfer |
| Lining blistering or delamination | Chemical attack from a cargo outside the hose's approved compatibility range | Internal leak path invisible from outside until the hose bursts |
| UV and weather degradation of the outer cover | Prolonged deck stowage without protection from sunlight | Cracking of the outer layer, reduced hose life and reduced protection for the reinforcement beneath |
| Kinking during handling | Hose bent tighter than its minimum bend radius during connection | Localised weak point that often becomes the failure point on a later transfer |
What to look for in a supplier
- Type approval and chemical compatibility documentation matching the exact cargoes the ship carries, not a general-purpose rating
- Test certificates traceable to the individual hose, with pressure test results and date clearly marked
- Consistent flange and coupling standards matching the ship's manifold and the terminals it regularly calls at
- Reasonable working life expectancy stated for the service condition, so replacement can be planned rather than reactive
Check the end fittings before every transfer, not just the hose body — most hose failures during cargo operations start at the flange joint, where damage is easy to miss under a quick visual scan of the hose length.
5 manufacturers · 5 models
Dunlop (Continental)
1
Dunlop Marine Cargo Hose
various sizes
· Crude Oil / Product Oil
· steel-braided cargo hose
Type
cargo_hose
Common Failures & Inspection Points
- Inner liner cracking
- Flange corrosion
- Reinforcement fatigue
Service: Continental group product. Annual pressure test per OCIMF.
Spare Parts: Dunlop (Continental): Spare parts per manufacturer. Lead time: 3-8 weeks. Gaskets and valve inserts to be kept on board.
Strengths
- High pressure rating (up to 30 bar typical) suitable for bulk liquid transfer
- IMO D‑2 compliant construction ensures safety and reliability
- Corrosion‑resistant flanged ends simplify connection to manifold systems
- Reinforced steel braid provides excellent tensile strength and longevity
- Annual pressure test requirement aligns with OCIMF best practice
Weaknesses
- Inner liner can develop cracking if not inspected regularly
- Flange corrosion may occur in highly aggressive chemical service
- Relatively heavy compared with fully synthetic hoses, affecting handling
- Limited flexibility at maximum pressure ratings
- Higher upfront cost than generic non‑certified cargo hoses
Typical Vessels:
Crude oil tankerProduct tankerChemical tankerLNG/LPG carrier (compatible variants)Offshore supply vessel
Certifications:
IMO D-2USCG Type ApprovalDNV
Decision Guide: Choose if: you need a certified, high‑pressure cargo hose with proven durability for oil or chemical transfer and compliance with OCIMF testing. Avoid if: budget constraints demand the lowest‑cost solution or the operation requires ultra‑lightweight hoses for low‑pressure service.
Use Cases: Commonly deployed for loading and discharging crude oil at ports, product transfers between shipboard tanks, chemical cargo handling on tankers, and offshore loading operations where robust, flanged connections are required.
Dunlop / Continental (UK/Germany)
1
Marine Cargo Hose
DN 150-500 mm
· Crude Oil / Product Oil
Type
Marine Floating/Submarine Cargo Hose
Size Range
- DN150
- DN250
- DN400
- DN500
Construction
Rubber reinforced, steel flanges
Common Failures & Inspection Points
- Inner liner chemical degradation
- Wire helix fatigue
- Flange connection issues
- Buoyancy loss
Service: Standard OCIMF cargo hose inspection.
Spare Parts: Continental/Dunlop. Lead time: 6-12 weeks.
Trelleborg
1
Trelleborg Marine Cargo Hose
various sizes
· Crude Oil / Product Oil
· Steel‑braided reinforced rubber hose
Type
cargo_hose
Origin
Sweden
Common Failures & Inspection Points
- Inner liner deterioration
- End fitting corrosion
- Kink damage
Service: Swedish manufacturer. OCIMF-compliant testing schedule.
Spare Parts: Trelleborg: Spare parts per manufacturer. Lead time: 3-8 weeks. Gaskets and valve inserts to be kept on board.
Strengths
- High pressure rating and flexibility for fast loading/discharging
- OCIMF‑compliant testing schedule ensures reliability and safety
- Corrosion‑resistant (often stainless steel) end fittings extend service life
- Proven track record with major tanker operators worldwide
Weaknesses
- Higher upfront cost compared with generic cargo hoses
- Heavier construction can increase handling effort on deck
- Requires careful storage to avoid kinking and liner damage
- Spare parts (specific fittings) may have longer lead times in remote ports
Typical Vessels:
Oil tankerChemical tankerLPG/LNG carrierBulk carrier
Certifications:
IMO D-2OCIMF compliant
Decision Guide: Choose if you need a high‑reliability hose that meets OCIMF and IMO D‑2 standards for high‑pressure cargo transfer on tankers or bulk carriers. Avoid if budget constraints dominate, the operation involves low‑pressure ballast water only, or the vessel’s handling equipment cannot accommodate the hose’s weight.
Use Cases: Used for loading and discharging crude oil, refined products, chemicals, LPG/LNG, and dry bulk liquids at onshore terminals, offshore platforms, and ship‑to‑ship transfers where rapid, leak‑free operation is critical.
Trelleborg Marine (Sweden/UK)
1
Marine Cargo Hose
DN 150-600 mm, WP 10-21 bar
· Crude Oil / Product Oil / Chemicals
Type
Marine Floating/Submarine Cargo Hose
Size Range
- DN150
- DN250
- DN300
- DN400
- DN500
- DN600
Drive Type
N/A (passive)
Construction
Rubber with wire helix reinforcement, steel flanges, floating or submarine
Common Failures & Inspection Points
- Inner liner deterioration from chemical attack
- Wire helix fatigue from bending cycles
- Flange connection leak from gasket failure
- Floating hose loss of buoyancy from water ingress
- Outer cover deterioration from UV/weather
Service: Hydrostatic pressure test annually. Visual inspection before each use. Manufacturer recommends replacement every 5-8 years depending on service. OCIMF guidelines for hose inspection.
Spare Parts: Trelleborg Marine (Clevedon, UK). Lead time: 6-12 weeks for new hoses. Repair: 2-4 weeks.
Yokohama
1
Yokohama Oil Hose Super 300
12-24 inch, 300 psi
· Crude Oil / Product Oil
· floating oil cargo hose
Type
floating_oil
Wp psi
300
Sizes
12-24 inch
Common Failures & Inspection Points
- Inner lining degradation
- End coupling corrosion
- Outer cover abrasion
- Kinking/crushing
Service: Annual pressure test (1.5x WP). Replace per OCIMF guidelines every 5 years or per condition.
Spare Parts: Yokohama: Spare parts per manufacturer. Lead time: 3-8 weeks. Gaskets and valve inserts to be kept on board.
Strengths
- High flexibility and buoyancy allow easy handling on deck and during offshore operations
- Robust inner lining resists oil permeation and maintains pressure integrity up to 300 psi
- Standardized end couplings compatible with most marine transfer systems
- Proven track record in bunkering and crude‑oil loading/unloading worldwide
- Meets IMO D-2 cargo‑hose standards for safety and performance
Weaknesses
- Limited to oil products; not suitable for aggressive chemicals or corrosive liquids
- Maximum working pressure of 300 psi may be insufficient for high‑pressure bunkering rigs
- Outer cover can suffer abrasion in harsh deck environments if not protected
- End‑coupling corrosion reported after prolonged exposure to seawater and salt spray
- Requires annual hydrostatic test at 1.5× working pressure and replacement every five years per OCIMF guidance
Typical Vessels:
Crude Oil TankerProduct/Refined‑Oil TankerBunker Supply VesselOffshore Support Vessel
Certifications:
IMO D-2
Decision Guide: Choose if you need a reliable, flexible hose for oil transfer up to 300 psi on tankers or bunkering vessels and want compliance with IMO D‑2 standards. Avoid if the operation requires higher pressure ratings, handling of aggressive chemicals, or if abrasion‑resistant outer covers are mandatory.
Use Cases: Commonly deployed for crude‑oil loading at ports, product tanker cargo operations, bunker fuel transfer to ships, and offshore oil‑field hose runs where a floating, buoyant hose simplifies deck handling and reduces risk of kinking.