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SUMMER INTERNSHIP PROJECT REPORT ON

“GANTRY OPERATIONS TANK-FARM MANAGEMENT, SAFETY AND SECURITY”

AT HINDUSTAN PETROLEUM CORPORATION LIMITED,

SEWREE-WADALA COMPLEX,

MUMBAI

BY

ARPITA GARG ROLL NO. R020208048

MBA (OIL & GAS) 2008-2010

COLLEGE OF MANAGEMENT AND ECONOMIC STUDIES

UNIVERSITY OF PETROLEUM & ENERGY STUDIES,

DEHRADUN, UTTARAKHAND

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CONTENTS Acknowledgement i

Certificate from Guide ii

Certificate from student iii

Executive Summary iv

List of abbreviations v

Introduction 2

Sewree Wadala Complex- overview 5

Pipeline Transfer 8

Indent receiving and TT planning 15

Procedure for TT loading 18

Tank farm operations 20

Automation 43

TLF and gantry operations 54

Facts and findings 63

Recommendations 66

Safety and security 67

Design of Tank truck 78

Sewree I 94

Sewree II 102

References 105

Annexures

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ACKNOWLEDGEMENT

This is to acknowledge with thanks the help, guidance and support that I have received during the project work.

I would like to express my heartfelt gratitude to MR. A. K. GANDHI, CHIEF TERMINAL MANAGER, SEWREE- WADALA COMPLEX, MUMBAI for his able guidance and support for making this project report a successful one. I am also thankful to “THE UNIVERSITY OF PETROLEUM AND ENERGY STUDIES, DEHRADUN”, for providing me with an opportunity to pursue my summer project and for providing me with the sufficient help whenever required. I thank all the officers, workmen and staff at Sewree-Wadala Complex for their extended help guidance and valuable suggestions during the project work. Arpita Garg (R020208048) MBA (Oil and Gas) 2008-2010 UPES, Dehradun

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CERTIFICATE FROM THE STUDENT

This is to certify that this project report on “Gantry Operations Tank-farm Management, Safety and Security” was completed and submitted to Hindustan Petroleum Corporation Limited Sewree-Wadala Complex, Mumbai by Arpita Garg (R020208048) MBA (oil and gas) 2008-2010 is a credible work carried by me under the supervision and guidance of Mr. A.K Gandhi, Chief Terminal Manager, Sewree Wadala Complex, Mumbai

Arpita Garg MBA (oil and Gas) R020208048 2008-2010

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EXECUTIVE SUMMARY

HPCL came into being in 1974 and has diversified into numerous business units via integration. HPCL is a Fortune 500 company with 433rd position and Forbes Global 2000 company and is also India’s second largest integrated oil refining and marketing organization with an annual turnover of Rs. 1, 03,837 crores. The corporation is a public sector company having a Navaratna status with 51% of the shares owned by the Government of India.

Wadala Terminal I came into existence in the year 1930. Since then it is serving the whole Mumbai region through HPCL Retail outlets. As like any other Terminal the main activity of this Terminal is transportation of fuel via Road. On an average 80 Tank Trucks are loaded daily that supply the various HPCL Retail outlets in the whole Mumbai Region. Since past 3 years Automation work at Wadala Terminal is in full swing. The product delivery and dispatch have all been automated. There is full facility for receipt, storage and distribution of EIII GASOHOL, POWER, EIII HSD, TURBOJET, SKO, HFHSD, IFO, and LDO. It caters to 105 Retail Outlets & 30 consumers in Mumbai & PDS SKO for Mumbai & Thane District from Wadala. Also pipeline transfers (HPFR, BPCR, MOT, Coastal Tankers, and AEGIS) of white oils, tanker Discharge to OMC and HPCL occurs here.

Oil terminals involve a very important downstream activity of receipt, storage and supply of petroleum products to the end consumer. There are many activities associated with the terminal which are studied in detail in the report. The report provides an insight to the tank farm operations at the complex, various maintenance and other aspects related to it and also the gantry operations which are major work centers of the terminal. Tank farm management is the ability to obtain a quick overview of incoming and outgoing goods movement, and to continuously monitor physical stock levels and optimize the internal processes. In addition, tank farms are often managed by a tank farm operator for several stock owing-companies which requires detailed tracking of the stock for all parties holding stock in a single tank.

With the automation work in progress, Wadala terminal had aimed at eliminating the process of dip check at the loading bays in gantry. This mission is yet to be achieved with growing technical knowhow and awareness among the TT crew and the staff. Hence a brief analysis of the TT variation is also shown in the report and the findings are recorded.

The oil terminal, being a hazardous zone, has been kept under high safety and security measures pertaining to all operations. There are adequate firefighting equipments at the terminal with their respective locations. Each operation has been kept under surveillance by CCTV monitors and there is strict adherence to all the safety measures and PPEs at the terminal.

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ABBREVIATIONS

TT – Tank truck

MS – Motor Spirit

HSD – High speed diesel

SKO – Superior kerosene oil

HFHSD – High Flash High Speed Diesel

ATF – Aviation turbine fuel

FO – Furnace Oil

M & R – Maintenance and repairs

OISD – Oil Industry Safety Directorate

ISO – International Standards Organization

PLT – Pipeline Transfer

ESD – Emergency Shut down

MCP - Master control panel

TLF – Tank Lorry Filling

FAN – Filling Authorization Note

MOV – Motor Operated Valve

NRV – No return Valve

TTES - Tank Truck Entry System

MOT – Marine Oil Terminal

MCP – Manual call point

PD meter – Positive displacement meter

DCV – Digital Control valve

GWS – Gateway server

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BC – Batch controller

DCP – Dry Chemical Powder

HPFR – Hindustan petroleum fuels Refinery

HPLR – Hindustan Petroleum Lubes refinery

BPCR – Bharat Petroleum company refinery

RIT – Remote interaction terminal

PLC – Programmable Logic Controllers

TAS – Terminal automation system

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HINDUSTAN PETROLEUM CORPORATION LIMITED

THE ROOTS

1952

The company was incorporated in the name of Standard Vacuum Refining Company of India Limited

1962

Standard Vacuum operations taken over by ESSO Standard Refining Company of India Limited

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HPCL came into being in mid 1974 after the takeover and merger of the erstwhile Esso and Lube India undertakings. Caltex was taken over by the Government in 1976 and subsequently merged with HPCL in 1978. Kosan Gas Company, the concessionaires of HPCL in the domestic LPG market, was taken over and merged with HPCL in 1979. HPCL thus came into being after merging four different organizations at different points in time. The corporation has completed 30 years of fruitful existence.

HPCL is India's second largest integrated oil company catering to the energy needs of customers through a vast network of terminals and depots which store and supply fuel to customers. The aim is to have a ‘customer first' approach and proactively conduct our business in an ethical and transparent manner to meet the market demand through ‘State of the Art' infrastructure. The operating environment for the energy industry continues to be challenging. The entry of new players, surge in global demand & prices, reduced operating margins and fluctuating supplies have made the Indian petro-retailing highly competitive and dynamic. To achieve competitive advantage, oil companies are leveraging technology and adapting innovative methods to achieve operational excellence, sustain performance and drive results. To achieve operational excellence we have implemented a number of key initiatives during the year 2006-07 to ensure Quality & Quantity, Optimize costs and improve Operating efficiency. In pursuance of customer centric approach, the Visual Identity of several locations to project a strong & authoritative brand image across all touch points with customers & stake holders. HPCL has standardized processes at their locations and invested in upgrading the existing infrastructure to world class standards across the entire value chain. HPCL’s infrastructure today boasts of two refineries Mumbai refinery and Vishakhapatnam refinery, cross country pipelines, LPG bottling plants, Lube blending plants and aviation service facilities. HPCL’s ongoing projects and joint ventures are a part of the company’s expansion and diversification plans to meet the demands of a new liberalized economy.

The following were the achievements during 2008/09:

- The sales have surpassed 23.85 MMT during the year against a target 23.03MMT leading to a market share gain of +0.35% in PSU industry & +0.62% in total industry

- The corporation has registered handsome gains in market share of MS retail +0.13% and HSD retail +0.32% in PSU industry

- The major I&C products have gained in market share viz., HSD- direct +0.16%, LSHS +4.20% & naphtha +3.18%

- The LPG business has improved in market by +0.33% - The marketing function has achieved “Excellent” rating in almost all the parameters of

evaluation as per MOU - The cumulative pipeline thruput during the year surpassed 10.64 MMT as against a target

thruput of 9.2 MMT.

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- The product sharing agreement with M/s Essar has enabled the source product locally avoiding imports and resulting in savings to the tune of Rs. 172 crores

- The Mundra Delhi pipeline strengthened the ability to take care of markets in North India. Customer initiatives such as toll free phone numbers for customer complaints /suggestions and SMS LPG refill booking system has been introduced in Kerala. The Reader’s Digest “Trusted Brand Platinum Award 2008” in “petrol Station” category has reaffirmed the brand equity of our retail business in the country. Further, “Asia Star and 2008 Award for excellence in Packaging” Asia- Pacific region & “India Star Award” for design and development of lube PET bottles have proved the capability to pioneer innovative solutions

- Retail SBU has done a wonderful job in executing the retail Identity program. The top 2000 outlets have been automated and dealers find it very useful. Over 60% of the outlets are Club HP and the Island boys have undergone expensive and extensive training. Why couldn’t HPCL be no. 1 in retail? The answer is that the outlook had always been to be short sighted. The retail trade in India is largely dependent on logistics. If product availability is ensured in the RO for 24 hrs a day, any company would strive to be the no. 1 in the field.

- To enhance safety & security of the terminals/depots CCTVs have been provided at 58 storage locations at an estimated cost of Rs. 11.0 crores in the year 2007-08.

- In continuous effort to conserve petroleum products and carry out environmental friendly operations, bottom loading of tank trucks with vapor recovery systems have been developed.

VISION

To be a World Class Energy Company known for caring and delighting the customers with high quality products and innovative services across domestic and international markets with aggressive growth and delivering superior financial performance. The Company will be a model of excellence in meeting social commitment, environment, health and safety norms and in employee welfare and relations.

MISSION

HPCL, along with its joint ventures, will be a fully integrated company in the hydrocarbons sector of exploration and production, refining and marketing; focusing on enhancement of productivity, quality and profitability; caring for customers and employees; caring for environment protection and cultural heritage. It will also attain scale dimensions by diversifying into other energy related fields and by taking up transnational operations.

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SEWREE WADLA COMPLEX AN OVERVIEW

� Sewree Wadala complex is consisting of four terminals. SWC is one of the major terminals in list of HPCL.

� Four Terminals :

Wadala-I, Wadala II, Sewree-I & Sewree-II

� Operations :

1. Pipeline Transfers (HPFR/AEGIS/MOT/BPCR) 2. Tankers Discharge (White Oils) 3. Tank Truck Loading (White & Black Oil) 4. Lube Manufacturing & Filling 5. Bunker Operations

� Products Handled :

Wadala Sewree I Sewree II

Euro III MS, Euro III HSD, SKO, HFHSD, Ethanol

SKO, IFO, FINIT, TRIMOL, Lubes

LDO, IFO,ATF, Lubes

HPCL SEWREE-

WADALA COMPLEX

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� Manpower :

Management Clerical General Workmen Approved 37 39 184 Actual 25 32 168

� Activities:

- Receipt, storage and distribution of EIII GASOHOL, POWER, EIII HSD, TURBOJET, SKO, HFHSD, IFO, LDO.

- Caters to 105 Retail Outlets & 30 consumers in Mumbai & PDS SKO for Mumbai & Thane District from Wadala.

- Direct customer of IFO & LDO supplies from Sewree-I & Sewree-II.

- Lube manufacturing & dispatches DOT 3, FINIT, Asphaltic Lubes, GEAR OIL, MILCY, ALPROL from Sewree-I & II.

- Pipeline transfers (HPFR, BPCR, MOT, Coastal Tankers, Aegis) of white oils, tanker Discharge to OMC and HPCL.

� Statutory licenses:

- Explosives license - Factory license - Air and Water consent - W & M:- 16nos top loading flow meter - W & M:-6nos bottom loading flow meter - Walkie-talkie - Weights & measures - Weighbridge - Insecticide

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WADALA TERMINAL

A terminal is concerned with three things:

� Receipt of product � Storage of product � Delivery of product

There are three terminals in Sewree Wadala complex and Wadala is one of them. It has the same layout and activities as other terminals expect the products. Wadala is responsible for all the PLT operations of west zone marketing. WADALA PLT is a coordinator for all pipeline transfers to SEWREEI, SEWREEII, IOCL, and IBP AND BPCL.

HPCL Wadala terminal supplies EIII MS, EIII HSD and SKO(industrial and domestic) in whole Mumbai, which includes 105 retail outlets, 30 direct customers and various SKO dealers including Maharashtra government (for Mumbai and Thane). Transportation of MS and HSD is through Tank Trucks. There are 30 tank trucks in operation including 3 company owned trucks, and the remaining are on contract with HPCL belonging to various contractors

OBJECTIVE (QUALITY AND ENVIRONMENT):

− To keep stock loss of petroleum product within prescribed limit of the corporation. − To ensure filling & releasing the TTs within 60 minutes of their entering terminal. − To train and motivate 100% employees on customer satisfaction and integrate

management system. − Optimum utilization of resources to minimize the cost & increase the profitability. − To develop and promote greenery inside the terminal. − To ensure yearly medical checkup of company employees. − To ensure compliance of all legal requirements applicable to terminal.

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PIPELINE TRANSFER

Purpose: to define the method of control applied for pipeline transfer for receipt of product through supply location. The PLT department is responsible for:

- Coordinating all the PLT activities - Isolating nominated tank from all other activities - Gauge jointly with supply location and prepare a joint gauging ticket - Take hourly dips of the receipt tanks and calculate receipt volume and exchange the

figure with the supply location refinery

CRUDE OIL RECEIPTS

• Imported crude - by marine oil tankers

• Bombay high crude - by pipeline from ONGC URAN

Before Tanker Discharge -At Installation

At the receiving end, the Installation Manager or his designate ensures the following:

a) Tank storage space is checked to receive the advised quantities of each product plus the space for water in case of white oil cargoes where lines are flushed with water. Also five liter samples should be drawn from each receiving tank and retained until discharge formalities are over.

b) The Location/ Controlling Office to obtain details of grades/ quantities of product so as to enable them to file the required guarantees with Customs/Excise etc. and complete import formalities, if applicable.

c) Tanker discharge programmed is put out and Supervisors/other staff are assigned to different jobs for the entire period of discharge on the ship and onto land

d) The Terminal Laboratory is informed to be ready to test the tanker samples without delay.

e) The cargo receiving tank is positively segregated from the other tanks.

f) Arrangements are made to keep extra hoses, accessories, etc. for the discharge and hoses are connected to the Jetty ends of the line and kept ready for connection to the tanker.

g) At the time of berthing the vessel, arrange with the master for making the vessel all fast in such a manner as to bring the tanker manifold directly opposite the jetty.

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h) In case of water flushed pipeline, they should be flushed with water after completion of each white oil grade discharge. Follow white oil product to product discharge sequence if the lines are filled with product from previous discharge.

i) That Black oil lines are not to be flushed with water. Follow product sequence for discharge.

j) That the white oil and black oil cargoes must be discharged separately ensuring proper segregation of lines/pumps to prevent contamination.

Tank before Shipment - Port of Loading Test Report

a) Prior to shipment, representative samples of different products are drawn and tested for full specifications by the Refinery Laboratory and a test report is issued certifying that the products fully meet the relevant specifications. This test certificate is referred to as the Port of Loading Test report for Tanker Shipments.

b) As per normal procedures, the original test report with extra copies for various destinations is handed over to the Master of the vessel. In addition, a copy of the test report is mailed to the different destinations along with the shipping documents.

c) 5 Liter samples from each Refinery Shipping Tank pertaining to each grade of product loaded known as Port of Loading Sample is also handed over to the Master of the Vessel to handover to each port of call for all consignees. Port of Loading Full Cargo Samples representing samples of the tanks of the ship for each grade is also carried by the Master of the vessel.

d) The manufacturing Refinery should keep a copy of the complete Specification Test Results.

e) A sample from each batch of product being released should be retained by the Manufacturing Refinery in case of any dispute regarding quality of product; a minimum retention period of one month for the sample is suggested unless special circumstances indicate differently.

f) The storage tank sample should be checked for a clear and bright test (appearance) prior to releasing of the product for shipment.

Sequence Of Pumping -Tanker Discharge -White Oils

This procedure will apply to the tanker parcels of solvent oils, aviation fuels, gasoline, kerosene, and automotive diesel oil. If the loading pattern and trim/list of the vessel permit, the order of discharge shall be as follows:

1) Aviation Turbo Fuel

2) Solvents

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3) Aviation Gasoline

4) Motor Gasoline

5) Kerosene

6) Automotive Diesel Oil

a) On obtaining confirmation from the Installation and that the product transfer pipeline has been flushed and the pumping of product can be started, the Officer at the tanker end will advise the ship’s crew to start pumping of the grade required.

b) It is preferable to take the initial water and product into the settling or slop tank if available so as to enable the pure product to get into the main tanks. In the case of A TF, the initial line water and product is taken into kerosene tanks and switched over to A TF tank when clear A TF sample is received in the lines.

c) Once the discharge is commenced, line sampling is done through the contamination detectors almost continuously for the first TEN minutes both on the tanker and at the shore end, each time carrying out the short test. This period is the most crucial period, and as from experience this period will indicate any contamination in the lines. Contamination detectors are used during the entire period of discharge. The Product is checked for color, visual contamination, specific density and temperature and a log book maintained for these observations.

d) Thereafter sampling shall be done every half hour in the case of aviation fuels and every hour in the case of other products. The densities of samples drawn are converted to 15°C by making use of ASTM conversion tables and logged in the Log book. The figures are compared with the parent density and logged in the Log Book and if any variations are noticed, discharge shall be stopped and investigation started. If the tank from which product is being discharged has a common bulkhead with another tank holding another product, ullage must be taken at frequent intervals of the other tank also to ensure that the other product has not entered the tank under discharge through any leak in the bulkhead. Ullage taken each time should be logged.

e) Check hourly receipts in installation tanks and log them.

f) Every hour or more frequently depending upon the size of the parcel obtain ullage of vessel tanks and compare the quantities pumped from the vessel’s tanks with the quantities received in installation tanks and log these observations. Investigate abnormal variations and reconcile the quantities .Jetty pressures to be recorded hourly and logged ensuring that they are properly maintained. Another additional precaution to be taken is during the changeover from one ship’s tank (i.e. stripping period) to another tank. During this period also care should be taken to draw samples frequently to ensure that the product is of good quality.

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After Discharge of Tanker

On completion of tanker discharge operations the tank is now sealed and settling time is allowed depending on the height of the product in it. 15 minutes per foot, or 5 hours minimum is recommended for aviation gasoline while for ATF one hour per foot is desirable subject to a maximum of 24 hours. The reason for differentiation between aviation gasoline and ATF is on account of settling of water which is more rapid in Avgas than in ATF because of density and viscosity differences.

a) After the settling period is over, all the water is completely drained out. It may not be possible to remove the water” completely because of pockets due to, the undulations in the bottom plates. However, this handicap will be overcome by providing cone down bottom wherever possible and this will enable to drain the water completely.

b) Fresh water is pumped to a depth of 6" to 9" to wash the tank bottom and this water is drained out after about six hours. All phases of the operations must be logged. Weekly draining of the accessible water through the drain cock is an additional feature which will ensure the product to be almost free from water contamination.

c) After completing all the foregoing procedures, the following samples are drawn from the tank:

- All-level sample - All-Top sample - All-Middle sample - All-Bottom sample

Tanker after Discharge

a) Ships tanks should be inspected to ensure that they are empty and dry after discharge of products is completed.

b) Spillage of product should be collected in suitable containers when removing connections.

c) Drain all hoses without spillage of oil into the sea.

d) Where no water flushing of pipelines is allowed, press the line with product from the receiving tank after ensuring that jetty valves are closed at the end of tanker discharge.

e) Details of delays due to breakdown, contamination or due to any other problem during tanker discharge operations should be investigated and findings recorded. A statement of delays should be given to the Master and his acknowledgement obtained.

f) Normally, the time of disconnection of hoses is considered as time of release. If the tanker should anchor in Midstream thereafter the responsibility is that of the Master of the tanker only and this should be advised to Regional Operations and HQO.

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Checks during Tanker Receipt Pipeline Transfer

These procedures apply to the receipt of black oils-light diesel oil, marine diesel oil, fuel oil and bunker fuel.

a) Normally the pipeline used for tanker discharge/pipeline transfer of black oils is kept filled with fuel oil on some time it may be necessary to keep the pipeline filled with Light Diesel Oil, especially for short periods. If short tests confirm that there has been no contamination, product transfer will be started.

b) Initially the product that is being pumped displaces the product in the pipeline and the receiving Installation first receives the line contents. The line contents in tons, pumping rate (tons/hour) pumping pressure, dia/ length of the pipeline will determine the approximate time when the Fuel Oil/LDO inter phase will reach the installation.

c) Half an hour before the estimated time, continuous sampling shall be made at the pipeline manifold in the installation to determine density changes. When the density is as close as 0.007 of the density of the grade to be received, the line will be made clear for the grade being pumped. When it is estimated that only LDO has started flowing, the product shall be received into the LDO tank.

d) Some (mixed) line contents of LDO and fuel oil will be downgraded to fuel oil. Care should be taken so as to avoid pumping fuel oil into the LDO tank.

Product Receipt

This is the main part of Pipe Line Transfer (PLT). Pipe Line Transfer means transfer the product from one place to another place through the Pipeline. If any terminal receives the petroleum product from any place like BPCR, HPCR and PORT, it means the PLT is in operation. In Sewree Wadala Complex the product comes in a tank from Refinery and Port through the pipeline.

Port: - In Mumbai there are two ports.

1. Jawahar Deep: Jawahar deep is also called Butcher Island. It is also called BPC MOT (Mumbai of Terminal). In Jawahar Deep (JD), there are four Jettys (The platform of Ships) named JT1, JT2, JT3, JT4. In Jetty, the petroleum product is supply to the BPT Pirpau Manifold. First three Jetties (JT1, JT2, and JT3) supply High Speed Diesel (HSD), Superior Kerosene Oil (SKO), Black Oil (B.O.), Naphtha, Fresh Water and fourth jetty supplies Crude oil. MS is not supplied in jetty.

2. Pirpau: - There are two jetties:

- Old Pirpau jetty- Old Pirpau jetty supplies only chemical substances.

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- New Pirpau Jetty: New Pirpau Jetty supplies the petroleum product like M.S., HSD and SKO to AEGIS (where the stock of the petroleum product is stored) through the pipelines. Then AEGIS supplies the petroleum product to BPT Pirpau Manifold through the pipeline.

BPT: BPT (BOMBAY PORT TRUST) Pirpau Manifold supplies the entire petroleum product to BPCR, HPCR and other Terminals like Wadala, Sewree-1 and 2.

Wadala terminal: Wadala Terminal receives petroleum product from BPCR, HPCR and PORT. When a terminal receives any petroleum product from BPCR, HPCR and PORT, before its receipt, dip is checked, temperature, tank temperature, and density. Then the value of KL@NAT, KL@15Deg.C. And Metric Tones is calculated. These values are called Before Receipt (B/R). When the PLT is complete, then again the dip, temperature, tank temperature, and density are checked. Then the value of KL@NAT, KL@15c, and Metric Tones is ascertained. These values are called After Receipt (A/R).

Pipeline Transfer losses:

A) Whenever petroleum products are transferred from one location to another by pipeline, generally there is a difference between the quantities pumped out and the quantity received - based on ‘before’ and ‘after’ tank gauges. This quantity is assessed at a reference temperature of 15 °C to eliminate differences due to temperature.

B) Over a period it is invariably found that a certain amount of product is lost. Minimizing these losses is very important as they constitute a drain on our profits.

C) To minimize these losses we should be aware of the various factors that can cause them.

Precautions during pipeline transfer:

• Ensure sufficient ullage in the receiving tanks.

• Recording before receipt gauge of tanks for oil, water & temp

• Sampling of product in line with iqcm guidelines.

• Hourly gauging/sampling and comparison with pumped quantity.

• Provisional gauge after closing all valves subsequent to stopping of PLT.

• Final gauging of tanks for oil, water and temp to assess the loss / gain during the PLT

after giving sufficient settling time

• Marketing transactions are settled for quantities at 15 degree Celsius

• Any abnormal loss to be immediately reported & investigated

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MAJOR FACTORS CONTRIBUTING TO PLT LOSSES:

Physical factors - i. Line slack ii. Leaks iii. Faulty segregation iv. Inadequate flushing on water lines v. Delayed switchover vi. Over draining of tanks vii. Parcel size

Book loss factors-

B. Incorrect gauging C. Incorrect calibration D. Wrong outturn calculations E. Floating roof position

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PROCEDURE FOR REVIEW OF CUSTOMER REQUIREMENT

(INDENT RECEIVING AND TT PLANNING)

Purpose: to establish and maintain a uniform method for receiving the indents placed by the customers with a view to ascertain consumers exact requirements , terms and conditions of supply and the locations capability to execute the indents as per consumers requirements.

Scope: indents received from the consumers for all products handled by the location and dispatch to the customers.

The Bulk department (TT planning) is responsible for:

- Noting indent details - Interactions with consumers & transporters. - Planning of tank trucks for consumers

Procedure:

1. Indents receipt and recording - List of direct consumers, and approved transporters & contractors and the payment terms

authorized by divisional office are maintained at the location. - The state office selects tank truck contractors and does evaluation of the contractors on

services and tank truck conditions - List of tank trucks and transporters attached with the location is available and maintained

in the JD system - All the details of consumers are maintained in the JD system - Indents for products received from customers are received in phone or in writing - Indents for industrial SKO, black oil and bunkering are received only in writing - Indents for other marine vessel is received from marine department (WR) - Details of indent like date of indent, party’s name, product required, quality and quantity

is entered in register. - Indents are reviewed and serially numbered by the planning officer under his register

Tank truck planning :

- Customers arrange his own tank truck to lift the product from SWC in case of black oil and industrial SKO

- TT’s of attached transporter is used for product delivery like MS, HSD and for other products as per the request of the customer

- Before allotting any load to the tank truck RC book of the vehicle and calibration chart is verified for their validity

- Before allotting next load planning officer shall verify the previous load lifted by the tank tuck.

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Operation planning: - Tanks are gauged daily in at the end of days operation to decide the product stock - Tank for operation is decided on the basis of pump-able stock available in the tank - Payment facility of consumer approved by sales officer is updated in the JD

Documentation before and after loading:

- Dully filled indent is handed over to the computer operator for preparing delivery challan cum invoice

- Hand over the delivery challan cum invoice to security to allow the tank truck inside the gantry

- Once the tank truck is loaded at the TT gantry the officer authorizes the delivery challan cum invoice for release of the tank truck

- Enter the seal/lock number on the challan and hand over the seal/lock number and challan to shift incharge who in turn issues the same to tank truck driver after authorizing the challan for release of the product

Amendment of indents:

- Consumers/ transporters with the consent of bulk department incharge may do amendments to an indent.

- The amendment proposed by the bulk department incharge are intimated to consumer over telephone or needed in writing

- Consequent to the acceptance of any amendments, the details are recorded in the register and JDE

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PROCEDURE FOR TT PLANNING AND LOADING

Receiving of indent

Collection of payment

Prepare delivery challan cum invoice

& hand over the same to TT driver

T/T enters the location with invoice

Filling of TT as per the invoice

Checking of TT with dip rod for quantity

Locking/ sealing of TT & release of TT for delivery

Planning of T/T Check documents

of TT & last product filled by

Verify indent with quantity and

product

Security check of TT

Ok

Not ok

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PROCEDURE FOR TT LOADING

Purpose: this defines a systematic and a uniform method for loading of tank at TT gantry.

The TLF gantry officer is responsible for all tank truck filling operation and for:

- Checking fitness of TT for loading - Verifying the FAN issued by the bulk departments - Checking that proper product is filled in TT as per the FAN. - Take density/temperature at every 2 hrs for each product and advice the same to bulk

department officer uploading JDE

Procedure:

- Security guard/TLF gantry officer shall check that tank truck driver has proper documents with them like:

• Explosives license

• Fitness certificates • Driver license endorsed by RTO for transport of hazardous goods

• TREM card • Insurance policy

• Calibration certificate • Training of driver

- Security guard at the gate checks TT’s as per the checklist for TT displayed at entry gate - Loading hose on TT gantry are identified by name of the product and color coding of the

product - The driver hands over the delivery challan cum invoice o TLF gantry officer - Morning density of the product is taken for the tank under operation - TLF gantry officer directs the driver to the respective bay and after placing the TT under

the bay ensures that: • Main switch is off

• Earthing wire is fitted in appropriate points • Wooden log is fitted in points allotted

• Fire extinguishers are in place on the left side of the TT • Manifold is empty and placed with proper cap

• Master valves are opened - Open main hole for insulating loading hose, air went hatch, dip hatch and fill pipe cap

before starting the loading of the tank - Start loading of TT as per the work instruction for TT loading - Once the required quantity is filled, close the valve - Cross check the dip in the tank by using the calibrated dip rod available with the TT

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- Once the TT is filled, close all the valve of the TT and seal/lock them properly - Enter the detail of the product filling time, in bulk gantry sheet - TLF gantry officer on the TLF gantry authorizes the release of TT on delivery challan

cum invoice after it is correctly filled and checked by the officer - Density and temperature of the dispatch tank is also written on the delivery challan cum

invoice with seal/ lock number.

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TANK FARM OPERATIONS

1 INTRODUCTION 2 SPECIFICATION CONFIGURATION OF EACH TANK IN WADALA

TERMINAL 3 TANK FARM OPERATION 4 COLOR CODING OF PRODUCT AND PIPELINE 5 TYPES OF TANKS 6 VALVES 7 GAUGING 8 PROCEDURE FOR TANK CLEANING 9 MAINTENANCE OF TANKS 10 OIL WATER SEPARATOR

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1. INTRODUCTION

Petroleum products are similar to chemical and are stored in tanks as finished inventory/intermediate products/ feed in petroleum refineries, product depots etc. Storage tanks of various types and sizes are used to store these products. The failure of any part of a tank may lead to a disaster in the tank farm area.

Hindustan Petroleum Corporation Limited (HPCL), Wadala terminal-1, Mumbai consists of 15 tanks namely tank no- 81,82,83,84,85,86,87,88,89,90,91,92,93,94 & 95. The major products which are stored in these tanks from the refinery are Euro-3 Motor Spirit (Gasoline), Euro-3 High Speed Diesel, Euro-3 Superior Kerosene Oil and Ethanol.

Tank no- 81, 82, 83, 84, 86, 88, 93 are used for storing Euro-3 Motor Spirit (Petrol) petroleum products. Tank no- 95 are used for storing Euro-3 Superior Kerosene Oil (SKO).Tank no.-89, 94 are used for storing High Speed Diesel (HSD). Only one tank 85 is used to store the High Flash High Speed Diesel (HFHSD). Two tanks are used for store Ethanol. Tanks 91 & 92 are water tanks i.e. they are used to store water for firefighting purpose. These tanks are open roof tanks as well.

2 . SPECIFIC CONFIGURATION OF EACH TANK INSTALLED IN HPCL, WADALA TERMINAL IS GIVEN BELOW:

Sr. No.

Storage tank No.

Class of product

Product content

Tank volume

(Kl)

Tank Dia

(mtr)

Tank height (mtr)

Reference height (cms)

Safe height (cms)

1 81 A Euro III MS 5000 22 14.5 1630.5 1348.2 2 82 A MS 5000 22 14.5 1622.7 1305.0 3 83 A MS 2100 15 13.5 1562.1 1235.0 4 84 A MS 2500 15 15 1727.0 1370.0 5 85 A HFHSD 4500 25 10.7 1263.4 1075.0 6 86 A MS 4500 25 10.7 1273.5 925.0 7 87 A Ethanol 1700 15 10.5 1072.0 1040.0 8 88 A MS 3000 20 11 1250.8 930 9 89 B HSD 3800 22 10.5 1079.6 1015.0 10 90 A Ethanol 500 10 8 - - 11 91 - Water 2300 17 11 - - 12 92 - Water 2300 17 11 - - 13 93 A MS 9000 25 20 2115.2 1830.0 14 94 B HSD 9000 25 20 2097.5 1810.0 15 95 B SKO 9000 25 20 2109.7 1830.0

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3 .TANK FARM OPERATION:

• Safe Height (Corresponding to 95% of the tank capacity) and proof level shall be indicated near the dip hatch.

• Tanks shall be cleaned every 5 years( Every year in case of ATF and every 2 years in case of hexane) or more frequently, depending on the need, like change in product, excessive sludge formation etc.

• Quantity of the sludge removed during tank cleaning shall be certified by the location in charge and approval required concurrence in line with manual of authorities, thereafter it shall be disposed off after checking for any local regulation prohibiting burial of sludge.

• Only one tank shall be operated at a time for one particular operation, except in an emergency situation or for valid reason (normally location specific).

• Intermediate dips shall be taken at the end of the shift or if a tank for another activities during the day to assess the stock variation the operation.

• All tanks shall be gauged at the end of the day and book stocks up accordingly. • Once a week all dormant tanks are gauged for abnormal variation and book stocks are

updated accordingly. Any abnormal variations are critically scrutinized and recorded. • Gauging details shall be recorded straight ways in the dip book in ink by an officer and

signed by him. Alternators/ corrections if any in the dip book shall be attested and shall be done in such a way so that the original entry is still legible.

• At location where water bottom in tanks is not maintained, free water in the tank shall be removed at the earliest opportunity, undrainable water quantity in the tanks shall be accounted separately and not treated as oil..

• All drain valves of the tanks shall be flanged and locked when not in use. • Body valves of the tanks shall be locked outside working hours.

4. COLOR CODING OF THE PIPELINE OF THE PRODUCT:

• Motor Spirit (Petrol) – Orange • High Speed Diesel – Blue • Superior Kerosene Oil – Yellow • High Flash High Speed Diesel – Silver • Ethanol - Violet

Color of the Product -

• Motor Spirit (Petrol) - Orange • High Speed Diesel - Oxford Green • Superior Kerosene Oil - Light Blue • High Flash High Speed Diesel

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5. TYPES OF TANKS:

In Hindustan Petroleum Corporation Limited (HPCL) Wadala terminal-1, Mumbai, there are two types of tanks:

a. Fixed roof tank: - The minimum adapted standard for the storage of volatile product is the fixed roof tank.

It is designed to operate at only slight internal pressure and vacuum and is susceptible to sizeable breathing, filling and emptying losses

- Fixed roof has certain openings in roof for venting, gauging and sampling. The tank maintained in gas tight condition, for this, a gas tight design must be provide for these openings.

- The accessory for vent opening is called breather valve or PV relief valve. - Other accessory like gauging hatch, foam line connections etc should be maintained in

gas tight condition.

b. Floating roof tank: - The floating roof tank is an effective conservation device for volatile products. The roof

floats on product and thus eliminates vapor space which results in low losses from breathing, filling and empting.

- Roof is floating on the surface of the liquid stored. - Roof has to be in complete contact with the liquid surface. - At low levels the roof rests on adjustable legs. - These tanks are generally used for light hydrocarbons such as MS, naphtha. Hexane, etc

FLOATING ROOF TANK

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Advantages of Floating Roof Tanks:

- Reducing evaporation losses. - Preserving product quality. - Protecting oxygen sensitive stock. - Reducing fire risk. - Preventing air pollution

Disadvantages of Floating Roof Tanks:

- More expensive to construct as compared to fixed roof tank. - More expensive to maintain in good operating condition. - High dead stock - Needs closer supervision during operation - Possibility of roof sinking /tilting due to leaks / heavy rains - At lower levels heavy accumulation of vapors on the roof.

There are mainly following types of floating roof tanks –

- Single Deck Floating Roof Tank with Roof Drain System. - Double Deck Floating Roof Tanks. - Fixed Roof Tank with Internally Floating Roof

Working of floating roof tanks :

Normal Condition-

Rim Vent- Rim Vent allows the release of vapor in the space between the shell, pontoon and foam seal and avoids vapor lock.

- Breather Leg- When a tank is to be recomissioned/ roof to be floated, the product/ water will have to displace the air/ vapor in the tank. The same is allowed to flow out through the breather leg. It is always to take the receipt with roof in floating condition.

- Roof Drain System - The rain water falling on the deck flows towards the central through and through the expressed roof drain system will flow out to the open drain, when the bottom roof drain valve is kept open.

- Emergency Roof Drain System - The rain water falling on the deck, flows towards the central through the expressed roof drain system and will have to flow out and in case, the bottom roof drain valve is kept closed, the water accumulates on the roof and over 6” it flows into the tank through the emergency roof drain.

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- Movement of ladder – • Tank under dispatch - When the tank is under dispatch, the product level comes

down, the roller moves anti-clockwise (backwards) and the ladder movement is as below.

• Tank under receipt - When the tank is under receipt, the product level goes up, the roller moves clockwise (forward) and the ladder movement is as indicator below.

- T – Cleaning - T Cleaning is a joint like ‘T’, so it is called T- Cleaning. T- Cleaning consist of between boundary valve and hammer blend valve. When the draining is closed, at last the around 50 to 60L of water remaining of the tank. The water is removed from the tank by T-Cleaning.

Extreme condition-

- Failure of Pontoon - Due to excessive corrosion/ failure of weld joint of the bottom plate of the pontoon, pontoon gets filled with the product and will result in imbalance of the roof and may resulting in product coming over the roof and finally sinking the roof. In actual, the roof crashes to the bottom. The imbalance leads to bending of gauge well also.

- Overfilling of the tank - When a floating roof tanks is in filled beyond the safe height, the design limitation of ladder/ track/ displacement, Roof drain system etc. are crossing and over and above over filling, many structural failure may take place.

- Roller of the Track - During normal operation at times the ladder gets struck on track/ Roller shift off the track which results in balance of upwards thrust and get off the roof which may result in tilt of the roof.

- Entry of Person on roof – • Normal Condition: - When a tank is recommisioned/ roof floated, there is

condition when vapor gets accumulated on the deck area and remains on the deck, when the ventilation is poor. Oblivious to these, In case any person enters the deck area, the heavy vapor concentration will intoxicate the person and end result may be fatality too.

• Tank under Receipt: - When a tank is being recommisioned/ roof is being floated, the volatile product tries to displace the air/ vapor in the tank. The same flows out through the breather leg and accumulate in the deck area. Oblivious to these, In case any person enters the deck area, the heavy vapor concentration will intoxicate the person and end result may be fatality too.

Safe operations of floating roof tanks:

- Operation of floating roof tanks needs closer supervision and additional measures. - Access to floating roof is restricted. Whenever any person is allowed on the roof, they

are kept stand on landing platform.

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- Presence of petroleum vapor on the roof is checked. Breathing apparatus is used whenever necessary.

- No one is allowed on the floating roof during product receipt or when roof is at lower levels.

- If it is absolutely necessary to go on the roof, the person must wear breathing apparatus and standby persons on landing platform.

- Gauge hatches or other openings are closed except for essential operations - Gauge hatch should not be slammed while closing. It should not be left open after

gauging. - Gauging should not be carried out during thunder storm or lightning. - Procedures to prevent overfilling have to be developed. If fitted, check high level

alarms monthly for operability. - Roof should always remain in floating condition while tank is being filled or emptied

out. The tank must not be kept in semi float condition - The roof must be kept afloat during normal operation. Landing of roof creates vapour

space so that the inherent safety advantages of floating roof tanks are lost. - Withdrawal of product from the tank must be avoided when the roof is either resting

on its pipe supports or is in semi float condition, as this may result in apparent product loss.

- If the product is to be withdrawn up to the dead stock level, ensure that all pipe supports are in right position and roof bleeder vents are in operating condition

- If at any time the roof gets stuck or likely to get stuck, tank must not be operated till it is inspected by engineering personnel.

- Any accumulation of oil on a roof deck must be removed. The fire protection system is designed for rim fire only and not for large exposed surfaces of oil.

- The sump for the check valve of the roof drain system must be kept free from scale or debris, which can plug the check valve and roof drain inlet.

- If oil appears at the roof drain outlet, the roof must be checked immediately to establish its source.

Major Parts of both floating roof and fixed roof tanks:

- Foam Seal - Roof leg Position- Short/Long - Roof Drain System - Ladder - Trough and Non Return Valve (NRV) - Automatic Breather Leg - Rim Vent - Pontoon - Earthing/ Bending - Tank Gauging System

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- Deck Through Manhole - Emergency Roof Drain - Foam Dam and Foam Pourer - Still Well with Stabilizer/ Roller - Weather Shield/ holding Flat - Clean Out Door - Bench Marking - PV Vent - Goose Neck - Mechanically Tape - TMB (Top, Middle, Bottom) Sample Points - Datum Plate - Cooling Ring - Dial/ Electronic Thermometer

PONTOON

ROOF LEG

FOAM POURER

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ROOF LADDER

LONG LEG OF

ROOF VENT

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RUBBER SEAL OF FLOATING ROOF

ROOF HOSE DRAIN

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PV Vent

GOOSE NECK

ROOF DRAIN

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6. VALVES:

Many types of valves are attached to the tank. When the oil needs to be passed through pipeline the valve is opened. When the oil doesn’t need to pass the valve is closed.

Types of valves which are attached to the tank:

• Gate Valves (Positive Segregation Valve) • Hammer blend Valves • Boundary Valves • Body Valve • Auto valves • Non Return Valves (NRV)

Other types of valves which are used in other techniques:

• Butterfly valves (Quick Time Valve) • Foot Valves • Ball Valves • Electro Pneumatic Valves

7. GAUGING: Gauging is the process of taking all the necessary measurement in a tank in order to determine the quantity of liquid contained in it. On a floating roof tank, two gauge hatches are provided. One is on the platform and the other on the floating roof

Once a week, on a particular day, all tanks - disturbed and undisturbed are gauged and book stocks are updated accordingly. Any wide variation in the dips of undisturbed tanks is investigated. Gauging details are recorded straightway in the dip book in ink by an officer and signed by him. Alterations / corrections, if any, in the dip book are attested and done in such a way so that the original entry is still legible.

Gauging Involves-

• Taking Oil Dip in the Tank • Taking water Dip in The Tank • Observe tank temperature • Observe density and temperature of the tank sample

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Gauging Equipment-

Dip Tape Dip Bob Water finding Paste Oil finding paste Thermometer Hydrometer Sample Equipment Sample Container Gauging Terms-

Water Dip Sample Density Ullage Dip Reference Height Dip Hatch Reference Point Datum Plate Safe Height Temperature / Simple Hatch Drip Level Tank temperature Dead Stock Sample Temperature Gross Capacity Gross Dip Safe Capacity Tank quantity calculation:

- Gross dip of the tank. - Water dip of the tank. - Roof volume of the tank = Roof wt.

V.R.F W.R.F

- Volume Correction factor (VRF) = density @ 150 C to tank temperature, based on ASTM table 543

- Weight Reduction Factor (WRF) = density @ 150 C – 11

- KL @ net volume = gross volume- water volume – roof volume

- KL @ 150 C = net volume x VRF

- Metric tons = KL @ 150C x WRF

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8. PROCEDURE FOR TANK CLEANING:

GAUGING HATCH FOR FLOATING ROOF

REFERENCE MARK FOR CPWD HEIGHT

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The purpose of tank cleaning is to define a systematic and a uniform method for tank cleaning of the product. Procedure:

- A master list of tanks is prepared by the executive operations officer M & R with the following details: • Tank number • Product stored • Tank capacity • Tank specification • Year of commission • Date of cleaning and next due date for cleaning • Date of calibration and next due date for calibration

- All product tanks are to be cleaned once in every 5 yrs, Ethanol tank in every 2 yrs, ATF

tank has to be cleaned every year and water tank in every 10 yrs as per industrial quality control measures for tank cleaning.

- Tank cleaning can be done before the scheduled period depending upon the requirement of the management and tank farm operations.

- CTM/Location-in-charge identified the tanks to be taken up for cleaning. - Planning for tank cleaning is to be on schedule and tank cleaning is to be completed

before due date. - Firstly, no fresh receipt of the product should be taken in the tank nominated for cleaning. - Pump out pumpable stock of the product and bring down the product level below the

manhole of the tank. - Isolate the tank from all operations - Pump out the remaining product from the man hole using a manual pump - Tank should be left open for at least 3-4 days to allow the vapors and gas out of the tank - Explosive meters to be used to determine the level of gas inside the tank before entering

the tank from manhole - Clean tank with water - Remove sludge and water from drain pipe - Collect the sludge in barrels and store it in a safe place - Coordinate with M&R department for inspecting the health of the tank - Once M&R inspects the tank and gives a positive report on the health of the tank, product

is re-introduced in the tank. - Send sample of sludge to the lab for testing and collect the report of the sample - Dispose of the sludge as per the guidelines of Maharashtra pollution control board - Paint the date of cleaning and next due date for cleaning on the manhole cover of the

tank.

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9. MAINTENANCE OF TANKS:

PREVENTIVE MAINTENANCE SCHEDULE

Inspection schedule of both floating & fixed roof tanks is divided into three types of inspection:

1. Routine In-Service inspection. 2. External Inspection. 3. Internal Inspection.

INSPECTION INTERVAL CONSIDERATION:-

Typical factors responsible for determining inspection intervals of storage tanks include the following:-

1. Nature of fluid stored. 2. The results of routine visual/external checks. 3. Corrosion allowance and corrosion rates/trends. 4. Corrosion protective coatings. 5. Conditions at previous inspections. 6. The location of tanks such as isolated land, high risk areas 7. The potential of air & water pollution. 8. Corrosion prevention and leak detection systems 9. Statutory regulations. 10. Industry’s quality control requirements.

PREVENTIVE MAINTENANCE ACTIVITIES

1. ROUTINE IN-SERVICE INSPECTION:

The external condition of the tank shall be monitored by close visual inspection from the ground on a routine basis.

The routine in-service inspection shall include a visual inspection of the tank’s exterior surfaces. Evidence of leaks; corrosion; presence & growth of vegetation on pavement and condition of foundation, bund wall, paint coatings, Insulation and appurtenances should be documented for follow up action.

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2. EXTERNAL INSPECTION:

Annual Visual Inspection Checks:

- Protective Coating- Condition of paint/protective coating shall be checked visually for any deterioration such as rust spots, mechanical damage, blushers and film lifting etc.

- Roof Plates- Roof plates shall be inspected for defects like pinning holes, welding

cracks, pitting etc. Roof shall be checked for water accumulation and product flow marks on the roof due to leaks.

- Ladders, stairways, platforms and structures- These shall be checked for corrosion or and broken parts. Free movements and alignment of wheels of rolling ladders on rails shall be checked. Weariness shall be checked for firmness. Platform and walkways shall be inspected for thinning, water accumulation areas and general corrosion.

- Tank Pads-

(a) Tank pads shall be visually checked for settlement, sinking, tilting, spilling, cracking, grass/weed growth and general deterioration. Attention may be given to the area where water from the tank cooling system nozzle leaks which may damage the tank’s protective layer.

(b) Proper sealing of opening between tank bottom and the pad shall be checked. Due to settlement of the tank, the exposed portion of the annular plate may get covered with bitumen, which shall be corrected.

(c) Slope of tank pad shall be checked to ensure water drainage.

- Anchor Bolts- Anchor bolts wherever provided shall be checked for tightness and integrity. These shall be also being checked for thinning/bending. Distortion of bolts is an indication of excessive settlement. Concrete foundation at anchor bolts shall be checked for cracks.

- Fire Fighting System- Condition of the fire fighting system shall also be checked for general corrosion general condition of fire fighting facilities and tank cooling sprinkler system provided for the tank shall be checked for general condition with respect to clogging of spray nozzles. Performances of foam connectors should be checked/ inspected.

- Vents & Pressure Relieving Devices- All open vents, flame arrestors and breather valves shall be examined to ensure that the wire mesh and the screens are neither torn nor clogged by foreign matter or insect. Rim vent and bleeder vents for floating roof tanks shall be examined for proper working.

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- Insulation- The insulation, weatherproof sealing and straps around the insulation cladding shall be inspected for damage. The water proof sealing of the insulation shall be examined. At locations where external corrosion is predominant due to saline atmosphere/heavy rain, the insulation from tank bottom shell approx 200mm shall be kept bare to avoid accumulation of soaked water and corrosion of plate.

- Grounding/Earthing Connections- Tank Grounding/Earthing system components, such as roof guide roller/shunt or mechanical connections of cables shall be checked visually for corrosion or any other damage. Grounding connection shall be visually checked for corrosion at the points where they enter earth at the connection to the tank. The resistance of grounding connection shall be checked annually before monsoon.

- Leaks- The tanks shall be inspected for any obvious leakage of the product. Valves and

fittings shall be checked for tightness and free operations. Tank pads shall be checked for wetness and softening due to leaks from tank bottom plate. Check for passing/leaking of floating roof drains. Any evidence of presence of oily substance or water in pontoon should be examined.

- Tank Mountings- Tank mountings such as breather valves/ P&V valves, relief valves, flame arrestors etc, shall be ensured clean and operable after monsoon. Floating roof drains, shell sealing and emergency roof drains shall be inspected before monsoon.

3. INTERNAL INSPECTION:

(a) Roof and Structural Members: 1. Fixed Roof:

Visual inspection and thickness measurements of roof trusses and structural members shall be carried out. All structures may be hammer tested. The welds and bolts of the structure shall be examined for damage. The damaged bolts should be rejected and replaced.

2. Floating Roof:- The underside and internals of floating roof shall be inspected for corrosion and deterioration. The floating roof seals shall be inspected from the underside for tears/damages. The leg supports and sleeves of the floating roof shall be checked for deterioration, bowing and shifting.

Vapor space below the roof and the portion of the roof deck plate near the undulation shall be checked for signs of corrosion/pitting.

(b) Tank Shell:-

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Entire tank shell shall be visually scanned for signs of corrosion, pitting, cracking, deterioration etc. All welds joints shall be carefully checked for cracks, grooving or mechanical damages. When severe corrosion is seen on the shell at various locations especially in MS or Naphtha tanks, it is necessary to build approach and inspect entire shell length.

(c) Tank Bottom:- After the tank has been cleaned off of the sludge, the plates shall be visually inspected to get the first indication of the condition of the bottom. The tank bottom plates shall be visually inspected for pitting, corrosion and welds cracks. The weld joints shall be thoroughly cleaned and visually inspected for cracks. Depression in the bottom plates, bottom plates under the roof supports and area below heating coil support shall be checked closely. Any water getting into the tank may collect and remain at these points thereby causing accelerated corrosion. Tank bottom shall be checked thoroughly for thickness over the entire area. This may be supplemented by hammer testing.

The tanks with water bottoms (such as crude tanks) shall be given special attention to check for corrosion of the bottom plates. The bottom plates where bacterial corrosion may be suspected (such as crude and HSD tanks), the area shall be gauged in more detail and shall be checked for corrosion under deposits.

(d) Water Draw Off:- Water draw off are subject to internal and external corrosion as well as cracking. They shall be visually inspected and hammer tested along with thickness measurement. Bottom plates below dip hatch shall be checked for dents, cracks, corrosion and mechanical damage.

Drain sumps shall be carefully checked for cracks, pitting, and leak in the weld and measured in particular when corrosion of the underside of the bottom plate is suspected/ found.

(e) Linings/Painting:- When the inside surface of a tank is coated or lined with corrosion resistant material such as sheet lead, rubber, organic and or inorganic coating or concrete, inspection shall be made to ensure that the lining is in good condition and position without any cracks/holes/discontinuities/bulging etc, care must be used to ensure that the voltage used during holiday testing does not puncture the lining. If the tank is rubber-lined hardness testing of the rubber lining shall be checked. Care shall be taken while cleaning the painted surface against mechanical damages

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(f) Roof Drains:- Roof drains on the floating roof tanks can be designed in many ways. They can be simple open drain pipes, swivel joints or flexible hose drains that keep the water from contaminating the contents. Proper functioning of the roof drains shall be ensured otherwise this may lead to tilting/sinking/overturning of the floating roof. The drain lines shall be checked for blockages prior to pressure test. All swivel joints shall be thickness surveyed and serviced during every outage and individually hydro tested. Roof drain manufacturer’s recommendation for inspection, servicing and testing of roof drain system shall be followed. If a check valve is fixed on the tank roof at the roof drain opening, it should be serviced and tested.

Emergency roof drain sump shall be checked for leaks. Emergency drain pipe shall be checked for corrosion, thinning and cracks. Emergency roof drain sump shall be filled with clean water before boxing up the tank.

TANK REPAIR AND INSPECTION:-

1. Roof Repair: (a) Roof Replacement-

Entire or partial replacement of corroded roof plates shall be done with new plates of thickness as provided in the original design. After replacement the welding of the roof plates shall be checked for leaks using vacuum box. The roof support structural shall be repaired such that the design conditions are restored.

In the floating roof tanks, new pontoon box welding should be checked by air and soap solution. Alternatively, these may be checked by floating the roof of the tank with water and checking the pontoon compartment for any leak. The tank roof shall be floated on water after completing major repairs.

(b) Weld Repairs- The weld repairs should be carried out by gouging/grinding the leaky spot and welding. Repair shall be inspected for their integrity by vacuum box test/air test.

2. Shell plate Repair: (a) Shell Replacement-

Complete or partial replacement of corroded and thinned out shell plates shall be done using new plates of thickness as provided in the original design. Partial replacement of shell plate can be done by cutting window at the affected portion. The corners shall be rounded off. After welding the joints shall be checked visually. After satisfactory repairs the joints shall be checked for leaks by filling the tanks with water as is done in the case of newly fabricated tanks.

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10. OIL WATER SEPARATOR

Hindustan Petroleum Corporation Limited has an Oil Water Separator which separates the oil from the oil water mixture. Its store capacity is 150 KL/hr. The main purpose of the Oil Water Separator is the separation of oily storm drain water, tank water bottoms and pipe line water plugs etc. to an oil content of less than 10ppm.

Working Principal:

The separator is operating in three stages. Primary Column is designed to separate primary dispersion of oil. Secondary dispersion and emulsified of oil is removed in multimedia filter and coalescer filter.

The separation contains three stages.

1. Primary Column - Primary Column is an underground concrete chamber containing parallel plate stack. It contains three stages. In first stage oil mix with water comes from different parts through drains. In second stage the oil comes to surface of water which is taken out by the belt type Skimmer. Skimmer is direct connected to the oil tank. No. of the plates are arranged in a stack so that the velocity of the liquid flowing through the plates are minimum. In third stage when the water level touch the high sensor, the pump will start and foot valve is automatically open and then water flowing. When the water level below the low sensor the foot valve does not open and the water is not flows.

2. Multimedia Filter - Multimedia Filter made up of mild steel and it is cylindrical in shape. Granular material is filled in the column and in different layers. These layers are arranged in fine granular to coarse granular. Multimedia filter to take care of suspended solids, dust particles which come along the oily water. Those suspended solid are trapped because of fine granular filter. This column is fitted an oil sensor which detection the oil level. This column is also fitted with electro pneumatically valve. The oil discharge to common oil tank automatically.

3. Coalescer Filter - Coalescer Filter is made up of mild steel and is cylindrical in shape. These filters are of graded construction with oleophillic in nature. Very fine Micronics size particle climb to this materials till they grow large enough to float up to oil collecting chamber. Because of corrugation of action these oil particles grow in size. This column is fitted oil sensor to detection the oil level. This column is also fitted electro pneumatically valve. The oil discharge to common oil tank automatically.

Maintenance of oil water separator: It describes a certain maintenance which is required for smooth and trouble free operation of oil water separator. Maintenance has three parts:

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1. Maintenance Schedule: Maintenance Schedule has three parts-

(a) Daily Maintenance:

- Check during normal working there is no leak from pumps, valves and flanges. - Check pressure across the column. If differential pressure is more than one bar, it is an

indication that filters are requires back washing in case of multimedia filter. But in case of coalescer filter if differential pressure is more than one bar it needs replacement.

- b) Quarterly Maintenance:

- Lubricate pump/ motor bearings and valve spindles etc. - Drain sludge and solids from primary column. - Check and clean the seat for the foot valve. - Check the condition of belts and adjust its tension. - Check rubber “o” rings for electro pneumatic valve.

c) Yearly Maintenance:

- Check the seat for gate valve, non return valve and foot valve. - Replace the “o” rings for electro pneumatically valve. - Over haul pump, check the ball bearings for wear.

2. Back Flushing of Multimedia Filter:

- Close the inlet and outlet valves of multimedia filter. - Connect pressure water hose to the back flushing inlet connection which is provided on

the outlet connection of multimedia filter. - Open black flushing outlet valve located in the upper part of the filter. - Allow pressure water to flow in the multimedia filter. Pressure of the water should not

exceed 4 bars. - Continue back flushing process till reasonably clear and clean water start coming from

outlet connection. - Shut of pressure water line.

3. Changing the Filter Candles:

- Drain all the accumulated oil from coalescer column, by opening electro pneumatically valve manually.

- Close the inlet and outlet valves of coalescer column. - Drain all the water from coalescer column. - Open filter column covers and vent coalescer.

Oil Skimmer: It is fitted on the underground tank; it is used to skim the oil separated in the static tank. Its major parts are:

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1. Nylon belt 2. Nylon bush 3. Scrapper 4. Electric Motor 5. Gear Box 6. Bevel Gears The belt type skimmer is made of nylon which is oleophillic in nature. The belt is rotated in low rpm. The oil is attached to the belt due to adhesive properties of oil and due to surface tension. The oil is recovered by the scrapper which is fitted underground the drum. The scrapper is directed connected to the tank by means of oil is collected in oil tank. The belt type skimmer can skim of the oil having 5mm to 10mm thick oil layer.

Maintenance of Oil Skimmer

1. Daily check up:

- Check the alignment of motor and gear. - Check the gap between scrapper and the belt.

2. Monthly check up:

- Check the oil level in gear box. - Check the position of bevel gear. - Check the ball bearings for wear of the motor.

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AUTOMATION

A terminal automation system provides flawless integration between SAP for oil and gas and external terminal automation systems. This integration improves all business processes involved in terminal management such as taking orders, managing terminal operations for orders and the corresponding shipment, and managing tank stocks in the terminal. In oil refining, there is an interest in optimizing the product movements throughout the tank farm. The problem is known as “tank farm management”. Product movement and scheduling have a large economic impact on refinery operations.

In order to distribute petroleum products and keep track of the material movement computerized Terminal Automation Systems (TAS) is envisaged. This customized system works in sync with the instrumentation system, which in turn controls and monitors the entire terminal. The basic functions of this system are:

− Controlling and monitoring of the Product movement. − Controlling the Loading.

− Access control.

− Emergency shutdown. − Data Acquisition and controlling of various instrumentation.

− Generating history Profile.

− Reporting and Displays

In a typical TAS, some or all of the following modules are available-

− Tank Truck Loading Module.

− Tank Farm Management System.

− Pump House Module. − Fire Pump House Module

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TYPICAL SYSTEM ARCHITECTURE:

TAS is formed in two or three layers, each layer handles certain functions:

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FUNCTIONS OF EACH LAYER:

a) TOP LAYER

This is the Brain of TAS. This layer carries out higher level functions viz. Co-ordination with DDP/JDE/TDM, database Management, Querying & report generation, Access control etc.This layer consists of Loading Rack Computer (LRCs).

b) MIDDLE LAYER

This layer controls the processes of the Terminal viz., Pump operation, T/T movement monitoring from Gate to Exit excluding execution of batch, Emergency shutdown Valve control, Alarms and actions etc. This layer consists of Programmable Logic Controller (PLC) or Digital Control System (DCS)

c) FIELD LAYER

This layer consists of equipment's which measures various parameters and forward the same to Middle layer. Also, Flow Computer/Flow controller executes loading of a batch (compartment) which was downloaded by the Middle layer.

Hardware/Instruments

The following Hardware/Instruments are used in the system:

EQUIPMENT FUNCTION IMPORTANCE

PT - Pulse Transmitter

This converts the rotation of meters into pulse signals and feeds the same to flow computer.

In case this does not function, the meter will deliver product without Registering.

SSV - Set stop valve

: This initiates loading, stops loading, and ramps up/down the flow & governs the flow.

Prone to leakage's. We need to keep spare O-rings, gaskets for arresting leaks.

RTD This is a temperature probe which measures temperature and converts them to signals and feeds the flow computer.

At times the readings can be erratic as the resistances may get changes due to cable fault. Needs close monitoring.

FCU - This is flow control unit and is also known as flow

This performs variety of operations viz. executing a batch, auto/manual mode selection, additive injection, user interface, assessing the volume from

Auto Manual change over is carried out here. Totalizer readings are available here which need to recorded and reconciled

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computer. signals, issues commands to set stop valves, monitors grounding etc.

daily.

GU-Grounding Unit

This is the used for earthing the truck. It ensures that the truck is earthed through measuring the resistance across the jaws of earth clip

It has to be ensured that the earthing cable through this, is meeting the OISD norms of 6 sq. mm size.

ACU - Access Control Unit

This unit senses the card/ key number swiped in the card reader and forwards the same to PLC/DCS

Adequate spare capacity is needed during design in case of failure of one port.

RIT - Remote Interaction Terminal

For user interaction. It consists of 3 colored lights and 3 colored buttons.

This is the interface for the driver. Training to be given to drivers on handling.

LAS - Loading Arm Sensor

This is provided in some location. This unit senses whether the Loading Arm is inserted in the fill pipe.

These are not provided in many locations. These will be attached to the loading arms. Loading arm sensor senses whether the loading arm is lowered into fill pipe.

TC- Thermocouple Measures temperature of product inside storage tank at 16 points & display the average of those below liquid level.

This type of temp. Measurement is far more reliable. In some locations, single point reading is provided which cannot be considered to be accurate.

SG/ ATG - Servo gauge/ Automatic Tank Gauges

Measures Gross level, water level, Density, etc. transducer based

There are various types of level gauges – Ultrasonic based, force capacitance based etc.

Air Eliminator

Removal Air pockets from the liquid. Presence of air pocket makes the meter to rotate at a very high speed, which can damage the inner parts. Also the accuracy of metering is affected badly.

This is very essential. This has a SS ball which closes the outlet whenever, there is an air pocket. This can remove only smaller quantity of air. Hence, it is very essential that the line is never emptied to avoid damage to meter parts.

Strainer

This is also installed at the inlet side of meter. This is removes suspended particles from the liquid thereby eliminating possible from the liquid thereby eliminating possible.

This is cleaned at regular intervals not later than a month. If diff. Press. Gauge is provided; the diff. Pressure reading is more than 0.5 Kg/Sq.cm, immediately it has to be cleaned.

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Details of the critical problems in major equipment are of Terminal Automation:

1. LOADING RACK COMPUTER (LRC) :

LRC is the brain of Terminal automation system. Redundant LRC is provided on a redundant LAN so that in case of any problem in primary LRC, secondary LRC will takes over. However any problem in Primary LRC to be taken up immediately with the automation Vendor so that the same can be rectified at the earliest & redundancy could be restored. However, care is taken to ensure that both the LRC are ON at all the time. (1) Regular Antivirus updation to be done. (2) Network status to be checked.

All the alarm appearing in the system shall be addressed immediately.

2. PROGRAMMABLE LOGIC CONTROLLER (PLC) OR DIGITAL CONT ROL SYSTEM (DCS) :

PLC/DCS is the controller of the entire automation system & is basically consist of various Input/output modules. Redundant PLC system is provided so that any point of time control is not lost. However Vendor is contacted immediately in case of breakdown in primary PLC so that redundancy can be restored immediately. Communication problem with any of the field instrument may happen due to problem with Input /Output module which can be seen in the PLC rack where LED indications are given regarding the health of I/O's

3. BATCH CONTROLLER

Wiring: Writing can be a common source of problem in any installation, causing both intermittent and total failures, such as:

- Broken wiring due to physical damage. - Ingress of water at junction boxes causing corrosion and short circuits. - Intermittent failures due to incorrect cable type in high speed communications lines. - Screens not terminated correctly causing earth loops.

Power Supplies: A number of devices connected to the Batch Controller may require power, such as temperature probes, flow meters and signal isolators /amplifiers, etc. Check for other devices connected to the same power supply as they may be the cause of the problems.

4. LOADING ARM :

(a) GENERAL MAINTENANCE INSTRUCTIONS -

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General - Different levels of maintenance is done imperatively to main the material in good operating conditions to avoid all risks in this use.

Inspections - Inspection frequencies assigned are adhered to initially, and then can be changed to more or less frequent as determined by the condition of the components.

Daily inspection - These procedures are to be performed before each start of arm operation.

- Inspection of the stop valve. - During the flanging up, making a visual inspection and noting of any functional

irregularities. - After the first two transfers, checking and tightening of all bolts.

Monthly inspection – Inspection of all moving components for general operating condition and security, such as:

- Checking of all swivel joints. - Checking any product leakage, the tightness of bolts on the removal flanges and the ball

plugs on swivels. - Checking of the balancing device

Six months inspection -

• Inspection of all components for damage and / or security, inspect for loose nuts and bolts, cracks, bent parts, etc. • Inspection of the condition of the paint.

Yearly inspection - Once a year or every 1000 maneuverings, the operator shall proceed with a complete internal and external check-up of the arms assembly, and perform leak and tightness.

(b) RECOMMENDATIONS FOR LUBRICATION OF SWIVEL JOINTS -

General - An excess of lubricant can increase the torque required to rotate the swivel joint. It can also distort the anti-extrusion ring and displace the packing. After lubrication, the grease fittings have to be removed the swivel to be rotated to let the excess lubricant escape.

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Procedure - Proper lubrication consists in small amounts of grease, lightly and smoothly applied and evenly distributed throughout the ball bearing chamber. Even distribution can be best achieved by rotating the swivel through 30 to 40 degrees between successive small applications of grease. Swivels are checked for smooth rotation after lubrication.

Conclusion - Before any operation, checking of proper and safe condition of the installation is done and it is made sure that there is no risk for the operators or the equipments. The vehicle is positioned on the way so that connection of the arms is made in the normal working area. Careful maneuver manually the arms from parking position and they are connected to the vehicle. The valves are opened on the arms and the vehicle. The transfer thus starts.

Disconnection - As soon as the transfer is finished, the valves are closed on the arms and the vehicle. The arms are drained by operating the small valves on drain flexible lines. When arms are depressurized, the drain valves need to be closed. Disconnection of the arms from the vehicle is done. The arms and locks are retracted manually to rest position on the stand post.

5. DIGITAL CONTROL VALVE:

The DCV (digital control valve) requires no lubrication and minimal maintenance. However, a periodic inspection is established to determine how the fluid being handled is affecting the efficiency of the valve. An annual inspection, which includes examination of the valve interior, is recommended and conducted. Particular attention is paid to the Teflon seals and seat disc. Any obviously worn parts are replaced.

6. STRAINER DISASSEMBLY AND REASSEMBLY:

Disassembling of Strainer: (steps)

- Remove the Air Eliminator assembly after loosening the nuts. Use Two Ring spanners. - Carefully clean the area around the Strainer basket, cover plate, to remove all the foreign

matter. Relieve all the internal pressure before starting disassembly. Drain the contents of the strainer with help of the drain valve / drain plug provided at the bottom of the unit.

- Remove the gasket and clean it. Check for damages, if found, replace. - Remove the Strainer basket after opening cotter pin, nut and washer. Check the basket

for any foreign material. Wash the strainer thoroughly by flushing the basket with a liquid cleaning agent suited for your application. A soft brush may be used to dislodge imbedded particles. Never tap the basket ends on a hard surface. This may dent the basket and make re-assembly difficult or cause improper sealing.

- Check for any rupture of inner mesh. Replace basket if found ruptured. - Make sure all parts are cleaned off all dirt and grime.

Reassembling of Strainer: (steps)

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− Strainer baskets have an extended collar, or lip on the bottom end of the basket. Insert this end into the strainer housing first.

− Place the gasket on the top of the Strainer housing. − Place the centre hole of the basket stopped place over the basket. Stud that extends from

the center of the housing. The plate should now rest on top of the basket.

− Install the washer and nut on the basket stud. − Place the cotter through the hole at the top of the basket stud.

− Place the Air Eliminator Assembly on top of the strainer housing. − Insert the stud into the cover holes. Fasten using nuts on both sides. Care to be taken not

to damage the DP Gauge tubings if installed while servicing the strainer.

7. AIR ELIMINATOR DISASSEMBLY AND REASSEMBLY:

Disassembling of Air Eliminator: (steps)

− Carefully clean the area around the Air Eliminator Assembly to remove all the foreign matter. Relieve all internal pressure before opening it for service. Drain the Air Eliminator using the drain valve / plug provided below the unit.

− Remove the Air Eliminator Assembly after loosening the nuts. Use Two Ring spanners. − Remove the gasket and clean it. Check for damages, if found, replace. − Lift the Air Eliminator Assembly from the Strainer Assembly and place it down

carefully. − Clean the Air Eliminator top housing internals using a compatible liquid. − Remove the cover screws. This will release the valve plates and give access to the reed

end screws. Handle the valve plates and gasket with care. Undamaged valve plates can be reused. Do not place the valve plates on the ground with rubber face down. This will damage the seals.

− Unscrew these reed end screws from the housing to free the float assembly. − Remove the float assembly after removing the guide rod nut using a ring spanner. − Check for any damage on the valve plates. Check for any indenting or grooving on the

extended lip surface on the valve plate. − Check for any dents on the float assembly. Take care not to damage the float assembles

while handling.

Reassembling of Air Eliminator: (steps)

− Attach the valve reeds to the housing after inserting the float and stop assembly through the guide rod.

− Tighten the guide rod nut on to the guide rod to locate the float assembly. − Tighten the valve reeds after locating it to the housing. The valve reeds look straight

when facing them. If they are tightened in an inclined fashion they start leaking as soon

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as the product is filled in the air eliminator. This happens because the reeds don't move straight up and down but move at an angle to the movement of the float. This happens because the valve reeds don't seat on the oval raised area on the valve plate.

− Check the free movement of reed and float assembly before installing the valve plates and the end plates. The float assembly should move up and down freely on the guide rod.

− Replace the end plates, gasket and fasten the same with help of the bolts. Torque the same to approx 5kgm.

− Place the Air Eliminator Assembly on top of the strainer unit. Insert the stud into the cover holes. Fasten using nuts on both sides. Torque the same.

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TLF AND GANTRY OPERATIONS

PURPOSE: To define a systematic and a uniform method for loading of tank truck at TT gantry.

SCOPE: This procedure is applicable to all the activities carried out at tank truck gantry for loading of TT as per the requirement of the customer.

RESPONSIBILITY : TLF gantry officer is responsible for the following things:

- Checking the fitness of TT for loading the product. - Verifying the fan issued by the bulk department. - Checking that proper product is filled in TT as per the FAN. - Take the density/temperature at after 2 hours of each product and advice the same to bulk

department officer for updating in JD. - Operators are responsible to check that proper earthing and wooden logs are placed

before filling the TT.

Procedure for TLF:

TLF gantry officer shall check that tank truck driver has proper documents with him like explosives license, fitness certificate, driver license, TREM card, insurance policy, calibration certificate, and training certificate of the driver.

- Security guard at the gate shall check the TT as per the checklist for TT displayed at the entry gate.

- Loading hose on TT gantry are identified by name of the product and color coding of the product.

- The driver hands over delivery challan cum invoice to the TLF gantry officer. - Morning density of the product is taken for the tank under operation. - The officer directs the driver to the respective bay and after placing the TT under the bay

ensures that:

• Main switch is off. • Earthing wire is fitted at appropriate points.

• Wooden log is placed under the tyre. • Fire extinguisher of 10 kg is kept on the left side of the TT.

• Manifold is empty and closed with proper cap. • Master valves are opened.

- Open manhole for inserting loading hose, air vent hatch, dip batch and fill pipe cap before starting the loading of the truck.

- Start the loading of the tank trucks as per the work instructions for tank truck loading. - Once the required quantity is filled close the valve. - Cross-check the dip in the truck by using the calibrated dip rod available with the tank

truck.

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- Once the TT is filled close all the valves and seal/lock then properly. - Enter the details of tank truck being loaded in the TLF gantry register (date, time, TT no,

product, density, temperature, and bay no). - Enter the details of product filling time in bulk gantry sheet. - TLF gantry officer on the TLF gantry authorizes the release of TT on delivery challan

cum invoice after it is correctly filled and checked by the officer. - Density and temperature of the dispatch tank is also written on the delivery challan cum

invoice along with seal/lock number. RECORDS:

- Delivery challan cum invoice. - Tank truck loading sheet. - Two hourly density register

Flow Chart of Operation

TT entry at “IN” gate

Bay queuing at parking area

Loading at Bay

TT exit at out gate

Locking and sealing

TT transit on road

Unloading at retail outlet

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Gantry Operations are the activities involving pumping of the products like motor spirit (MS), High speed diesel (HSD), Superior kerosene Oil (SKO), High Flash High Speed Diesel (HFHSD) and Ethanol from various tanks installed in a terminal/ depot via pump house. HPCL Wadala Terminal-I has one gantry where loading of tank trucks takes place, the gantry comprises of 8 bays. A bay may be defined as a point in a gantry where exactly the loading of tank trucks takes place. A bay in a gantry consists of two points i.e., in a bay of a gantry two different products can be loaded into a tank truck. For example a bay of a gantry can have either MS & HSD or MS & SKO or MS & HFHSD etc.

The points in a bay of a gantry at Wadala terminal – I, Mumbai containing different petroleum products are designated according to pipeline color coding i.e., Bays containing different products are classified according to the different pipeline color coding. The different pipeline color coding in the bays of the gantry in H.P.C.L, Wadala terminal-I are given as follows:

Bay No. 1: Top loading – MS (Red) Bottom Loading – MS (red) HSD (Blue) (VOLVO) HSD (blue) Bay No. 2: Top loading – MS (red) HSD (blue) Bay No. 3: Top loading – MS (red) HSD (blue) Bay No. 4: Top loading – SKO (yellow) HSD (blue) Bay No. 5: Top loading – MS (red) Bottom loading – MS (red) HSD (blue) HSD (blue) Bay No. 6: Top loading – SKO (yellow) HFHSD (silver) Bay No. 7: Top loading – MS (red) Bottom loading – MS (red) HSD (blue) HSD (blue) Bay No. 8: Top loading – SKO (yellow) HFHSD (silver)

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∗∗∗∗ All bottom loading points are installed for bottom loading in company owned VOLVO trucks. Not all bays are equipped with this facility.

∗∗∗∗ For branded fuel like Power and Turbo, dozing of the additive is done while loading MS or HSD respectively at the point of loading.

∗∗∗∗ Additives: - All PDS SKO are doped with Blue dye @ 25 ppm. This is done in order to differentiate domestic

SKO from industrial SKO. - Power : MS is doped with HP petrol plus @ 270 ppm (non ethanol)

HP petrol plus A @ 550 ppm (ethanol doped)

∗∗∗∗ Turbo Jet: HSD is doped with Infineum F7535 @ 460 ppm

∗∗∗∗ Ethanol: Ethyl alcohol (absolute alcohol) - Anhydrous Ethanol is denatured for using as fuel in automobile engines - Denaturant is completely miscible and makes material unpleasant for portable purposes. - Mixing of ethanol in MS by 5% v/v. - Less susceptible to ignition - Supplied ethanol should be denatured in the vendor premises - Cleaning of Ethanol storage tanks : once in 2 years or earlier basis the need - Silica gel turns from BLUE to PINK - Ethanol is doped with- Corrosion inhibitor - Irgamet 39 @ 200 gm/kl

Metal deactivator- Hi- tech 4705 @ 100 gm/kl or AW 4 @100 gm/kl Vanlube 300 @ 100 gm/kl

Major parts in Gantry:

A gantry comprises of the following major parts: 1. Loading Arms: These are the main pipes which are fixed on the compartment hole of a tank truck and by which TT’s are loaded. i.e., from loading arms only the product is loaded into the TT’s. 2. Batch Controller: Batch controller is a digital meter which sets what amount of products needs to be loaded/ filled into the TT’s by setting up a fixed value manually. 3. Earthing / Bonding: Earthing/Bonding needs to be checked as in a gantry dynamic static electricity is developed, hence to vanish the effect of dynamic electricity earthing / bonding is checked. Earthing is done on the naked unpainted plates of the TT on two sides, and wooden blocks are placed inside the rear tyres to complete the earthing. All equipments, loading arms, measuring cylinder etc. are provided with bonding facilities to minimize/trespass the electric current. 4. Nuts, Bolts, Flanges and Jumpers: These connect two connecting rods, shafts together jumper needs to be checked that between every coupling there is a jumper which allows passing any static electricity produced.

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5. Positive Displacement (PD) Meter: A PD meter is equipment which when rotates a certain amount of product is released from the pipe to the TT’s Inside a PD meter there is a pulser which rotates and gives what amount of product needs to be released. 6. Digital Control Valve: Digital control valve ( DCV) valve controls the speed of product release i.e., when the process starts it allows the product to release slowly and then up to a certain limit the product flows very fast to the TT’s and when there is 150 litres ( approx) left to be filled then it again fills in slowly. DCV if of two types: (a) Diaphragm Type (b) Piston Type 7. Strainers: Strainer is equipment which cleans the petroleum product and any unwanted dirt from the fluid coming from various tanks. It prevents dust or any type of particles from reaching the TT’s. Straining is accomplished by directing the fluid through sized openings in removable baskets. 8. Junction Box: Junction boxes are the FLP (Flame Proof) boxes which connect two electrical circuits inside the FLP box and prevent any spark between them. In gantry, petroleum vapors are present in atmosphere and any spark may lead to an explosion, so as to avoid any spark between the electrical circuits’ junction boxes are used. 9. Autco valve: In a gantry very rapidly the valves needs to be opened and closed and autco valves are the most used valves when it comes to quick response valves. So autco valves are used in a gantry to open and close in flow of products. 10. Card Reader: Card reader is a planned equipment which functions when automation starts in the gantry, after which there is no need to set the values of products which needs to be filled in the TT’s, only a card will be issued which will function respectively.

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Safety & security

In an oil installation, an Intruder is the greatest hazard for though his intentions may be only to steal some metal scrap lying in the yard, due to ignorance or nervousness, he may inadvertently start a fire not only destroying the plant or installation but also endangering the lives of a large number of people who reside near the plant. Many large industries which have a number of depots spread over the entire length and breadth of the country resort to selective general insurance to cover theft or property damage/destruction depending upon the threat perceived in the region. In an oil Installation, insurance protection would be inadequate since a fire hazard has ramifications far beyond cash compensation. Damage due to loss of time lay-off of labor. Disturbance to plans and schedules can be traumatic. There can, sometimes, be serious injury or loss of life. Therefore tight security arrangements are important to protect company assets staff and personnel residing in close proximity to the plant/installation. Lack of adequate safety may cause hefty losses to the company’s manpower, wealth and reputation as well Protective measures for an installation: 'The Security measures are broadly divided into two parts - a) Physical Security: Comprising of physical means of safeguarding installations which entails providing adequate safeguards to prevent any intruder from entering the installation. This includes adequate physical means of defining the boundary of the property setting up of a barrier to deny or impede the access or exit of unauthorized persons. Physical Security will include perimeter walls, gates, watch towers, lighting, alarm systems, CCTV systems and protective fencing around restricted areas. Physical security: 1. Perimeter wall/ fencing i) Chain link fence ii) brick/stone wall 2. Gates 3. Watch towers 4. Outdoor lighting 5. Aids to physical security i) Concertina barbed coil ii) Alarm system b) Internal Security: It consists of access control, preventive vigilance, and security force, and intelligence set-up, security of information and level of preparedness viz.effective communication. Protection schemes, civil defense, bomb threats, disaster plans, emergency response plans etc.

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Internal safety:

1. Control of entry and exit 2. Access control i) Employees ii) Visitors iii) Foreign visitors iv) Contractors v) Vehicles Security manpower:

In order to ensure better security and better protection of marketing/installations and plants, a separate stream for security guards is created so that effective security arrangements can be ensured at all locations. This would also ensure that promotional avenues would be created in the security streams or security guards so that employees would not be moved out of Security. All the security guards are made to work accordingly their shift timings.

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PREVENTIVE CHECKS AND CONTROLS: 1. Checks and controls:

i. Type of Gate Passes/Shipping Memos ii. Devices iii. Reporting of thefts iv. Making a police complaint v. Important cognizable offences vi. Responsibility to aid the police and magistrate vii. When can a private person make an arrest? viii. Right of private defense ix. Limitation on the right of private defense

2. Points to be observed in preventing product pilferage through deliveries:

i. Pilferage at loading point ii. Methods to prevent pilferage in tank trucks

3. Suggestions to prevent thefts from warehouses:

i. Control of scrap material through gate ii. Controls of package through gate

4. Communication:

i. Telephone ii. PBX System iii. Radio Communications

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Various protection schemes:

i. Various phases of emergency ii. Precautionary Warning iii. Communication iv. Action In police control v. Operation of the scheme vi. Maintenance of essential services vii. Protection of premises viii. Protection of loyal staff ix. Protection of personnel on way to plant x. Intelligence Duties xi. Accommodation xii. Feeding of men on duty xiii. Guarding of vital installations

Disaster management:

i. Types of disaster. ii. Natural disasters iii. Major accidents iv. Man-made disasters v. Disaster manual vi. Disaster Management Organization vii. Implementation of the Disaster plan viii. Rescue Operations ix. Emergency control room x. Responsibilities of the plant security xi. Mutual aid from neighboring industries xii. Testing the effectiveness of the plan

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Instructions during Gantry operations: Do’s Before Loading ensure:

- Proper placing of Earthing and Bonding Clips.

− Battery Switch is off.

− TT is parked with hand brakes. − Earthing Switch is Placed Properly.

− Ensure that tanker delivery valve is closed and all the master valves are open.

− Ensure Fire Extinguisher is there in front the TT. − Master Switch is Off

After filling the Tanker the loading arm nozzle is completely empty. Don’ts

- Don’t remove the earthing clips until the TT’s is completely checked. - For the removal of excess petroleum products, don’t use plastic bottles. - No wearing of terolene and polyester clothes. - Don’t roam here and there, unless there is some work. - The Speed of the TT should not be beyond 10 km/hr. - Mobile phone usage is strictly prohibited

Security locks: A padlock operated by a key:

- Brass strip - Proper storage of the locks/Brass strips - Electronic safe for safe custody of Master key - Individual padlock key (with dealer) - Master key with location in charge.

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TT VARIATION This deals with the O&D area of Marketing of this Organization. The aim of this is to utilize the Automation at Wadala Terminal in Toto & hence eliminate the Dip Check of Tank Trucks at loading bays after loading which will result in automating the process fully, thus reducing loading time and manpower. This is important phenomena in Wadala terminal which has been targeted highly in lieu of the ongoing automation system installed in the terminal. The purpose is to eliminate the task of dip check by having an effective and sound automation system, training of TT crew and synchronization of all the activities at the terminal. This report proves that Elimination of Dip at Wadala Terminal is not a tough task. It only involves proper co-ordination of all the Departments and strategic approach in a well planned manner. Hence, we can say that the project is going on successfully and will soon achieve its objective in near future. While carrying out with the process of TT variation, following things has been observed:

1. The Tank Trucks are calibrated at various Calibration Centers which have their own Prover Tank for Calibration. There should not be any difference in the quantity of each of these Prover Tanks throughout India because they are all calibrated by only one Authority i.e. Dept of Legal Metrology. But there has been observed a difference from one Prover Tank with other. Hence the Dip Level mark on the Dip Rod of one TT will have different positions when calibrated at different calibration centers.

2. The Batch Controller has various Meter factors for various flow rates which are set by the location from its own Prover Tank.

Therefore in order to address to issues mentioned above, it was made mandatory for all the Dealers & Transporters of Tank Trucks to get their Trucks calibrated at Wadala Terminal I.

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FACTS AND FINDINGS

Certain following assumptions are made in order the project to be successful-

Tank Truck side:

1. The Dealers, Transporters and the TT crew do not indulge in any malfunctioning with the Tank Truck once the Calibration of the TT is done and the Manholes are sealed at Wadala Terminal Calibration shed.

Automation Side:

1. The synchronization between the Pulser and the communication with BCU never fails at the loading bay. 2. The Digital Control Valve is functions well without fail. 3. The clearance between the PD Meter casing and the vanes do not change abruptly. 4. The PD Meter, Strainer cum Air Eliminator, Pulser, DCV & BCU all function within their tolerance

Terminal side:

1. The delivery pump functions well without fail

2. The quality of the product delivered meets the Quality Control Standards.

The results visible so far is that the average Variation in most of the Tank Trucks has reached within the limit of +-0.1%. These are also the limits within which Wadala terminal assumes for every TT.

The TT variation was noted for two busiest days of the week. One for Saturday and another for the corresponding Monday. The TT variation at all the bays were noted and a variation analysis table was prepared which depicted the TT variation at all the bays for all the TT’s during these two days, in each compartment of these TT that were filled with different products.

The data so prepared is expressed in graphical format as shown below. An important thing to note here is that since the tolerance limit for variation in +-0.1%, those TT’s falling within the limits do not pose an issue, but those falling outside these limits have to be calibrated or corrected in order to reduce the dip check process at the terminal.

There are four variables in the above analysis like tank truck number, bay number, compartment number and product which need to be kept in mind while analyzing.

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13th June TT variation:

Bay 1 (HSD) – there was a maximum of positive variation during the day which is good

Bay 1 (MS) – there were positive variations in three consecutive compartments

Bay 1 (Power) – TT no. 6404 showed a positive variation of 10 lts.

Bay 2 (MS) – there was consistency in variation

Bay 2 (power) – there was a variation of -12 but also a variation of +20lts

Bay 3 (HSD) – same TT no. showed a variation of -8lts and +8 lts in two compartments

Bay 3 (MS) – TT no. 7203 showed a variation of -15 lts

Bay 4 (SKO) – all the TTs showed a variation upto -6 lts

Bay 5 (HSD) – there was a variation of -15lts in one compartment

Bay 6 (SKO) – there was a constant variation of -15 lts for TT nos 9173

Bay 7 (MS) – TT no 6312 showed a variation of -5 lts in all the compartments

Bay 8 (SKO) – all the TTs showed a variation of upto -12 lts.

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15th June TT variation:

Bay 1 (HSD) – there was a maximum of positive variations during the day

Bay 1 (MS) – there was some deviation in variation

Bay 1 (Power) – there was a tremendous variation in TT nos. 1289, 917

Bay 2 (HSD) – the negative variation was as high as 15 lts in TT nos. 7203 for two compartments

Bay 2 (MS) – there was a noted range of variation maximum being -25 lts for TT no. 7203

Bay 2 (Power) – all the TTs on 15th June depicted a negative variation as high as -15 lts

Bay 2 (HSD) – the negative variation was as high as 15 lts in TT no. 7203

Bay 2 (MS) – there was a noted variation of -25 lts for TT nos. 7203

Bay 3 (HSD) – TT no. 7301 showed a variation of -25 lts but in another compartment, it showed a variation of 65 lts

Bay 3 (power) – variation for TT no. 8407 was +20 lts

Bay 4 (SKO) - variation was as high as -10 lts

Bay 5 (MS) – TT no 4355 showed a variation of -15 lts

Bay 7 (MS) – TT no 6406 showed a variation of -35 lts at one compartment

Bay 8 (SKO) – there was consistent variation in all compartments.

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RECOMMENDATIONS

1. The following loading points need to be recalibrated with the Prover tank, which is a mobile tank of calibrated capacity. This tank is available with the HPCL Wadala complex for the purpose of calibration

a. Bay no. 2 MS loading point b. Bay no 3 MS loading point c. Bay no 6 SKO loading point d. Bay no 8 SKO loading point

2. 2) The TT no. 7203 requires recalibration due to a constant variation which is making the process of dip check a difficult task

3. The Dip Rods should be checked before loading the TT on random basis to keep a check on the malpractices on the part of TT crew.

4. The calibration of BCU should be carried out on quarterly basis. 5. The assumptions listed earlier should be strictly adhered to. 6. The calibration seals on each TT should be checked randomly. 7. Proper training of handling the TT variation should be provided to the TT crew 8. The dip rods can be calibrated again at the terminal in presence of the designated

authority.

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SAFETY AND SECURITY

MISSION To have safe, healthy and pollution free environment in and around all our refineries, plants, facilities and other premises at all times; instill awareness in these areas, including relevant laws, in all employees, their families and the communities in which we carry out our activities

Fire safety in terminal:Fire is a major hazard in a POL terminal. It destroys men, materials and assets in the terminal and also the neighborhood when not brought under control. Three things are required before fire can occur; these are oxygen (air), a source of ignition (spark, flame) and fuel. This combination causes combustion frequently and is referred to as the ‘fire triangle’.

Terminals have to be well equipped with handling all types of fire and for longer lengths of time in case of a major disaster. Industrial standards as per OISD norms are followed in case of fire fighting equipments and facilities.

CATEGORIES OF FIRE:

CLASS TYPE COMBUSTIBLE MATERIAL

A Ordinary combustible solids Paper, Wood, Cloth, etc

B Combustible liquids or liquefiable solids. Oils, Paints, Chemicals, Wax, etc

C Combustible gases L.P.G., Acetylene, Hydrogen, Methane, Natural Gas, etc.

D Combustible metals Magnesium, Sodium, Uranium, Thorium, etc

E Electrical equipment & installations

Switch gears, Transformer, etc.

FIREFIREFIREFIRE

FUEL IGNITION

OXYGEN

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PPEs:

PPEs are essential to protect the staff that is carrying out the activities from various hazards/exposures/dangers. Following PPEs are essential to maintain in terminals:

- Safety Helmets (to prevent head injuries) - Safety Shoes (to prevent injuries to leg) - Electrical rubber gloves (to prevent from electrocution) - Goggles (to protect eye from injury) - Safety belts (to prevent from falling from heights) - Other equipments mentioned in OISD

Causes of fire in the POL terminal:

- Leakage - Hot work - Static electricity - Lightning - Electrical sparks - Vehicles inside the plant

Fire Prevention:

Fire safety starts with Fire prevention. Any accident means unplanned and unwanted combustion which has tremendous destructive power in it. Correct action within seconds, in the event of fire can avert major losses w.r.t the property of human lives.

Regulations for fire prevention:

- No fire or naked light should be taken inside the licensed area - Smoking has to be strictly prohibited in the terminal - Use of mobile phones are strictly prohibited inside the licensed area - No motor vehicles are to be taken within the licensed area without a spark arrestor - Every employee must know the location and use of firefighting equipment - Hot work such as welding, gas cutting etc. should be done only after getting hot work

permit

The following fire protection facilities are to be provided depending on the nature of the risk of installation:

• Fire water system • Foam system • Halon/its proven equivalent protection system • First-aid firefighting equipment • Fire alarm and communication system

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Fire Extinguishers:

Selection of fire extinguishers for its use largely depends on the type of fire:

• Fire on cotton waste/wood/grass : Water or DCP

• Fire on oil spill on the floor (TLF) : Foam or DCP

• Fire on electrical cable (TLF) : CO2 or DCP

• Fire on electrical cable : CO2 or Halon (Control room or MCC room)

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HAZOP The installation receives, stores, and dispatches flammable hydrocarbons. It is thus classified as an industry involving Hazardous process as per the first schedule of the factories act. One of the powerful techniques of assessing the risk in any operation is to carry out a systematic HAZOP study for the hazardous operations.

HAZOP is (hazard and operability) a study of an operation defined as followed:

The application of a formal, systematic, critical examination to the process of engineering intentions of a facility to assess the hazard potential of maloperation and malfunctioning of individual items of equipment and the consequential effects on the facility as a whole.

Incidentally, a HAZARD is defined as a physical situation with a potential for-

• Human injury

• Property damage • Damage to environment

• Lessening the ability to perform a prescribed function

The methodology:

HAZOP study is a procedure used to review the design and operations of a hazardous process facility. It is used to identify all possible cases of deviation from normal safe operation that could lead to any hazard/ environmental risk/operability problems etc.

HAZOP is a systematic and highly structured study with a critical approach to examine the process and engineering intentions of the process design.

The important terms are:

Intention – the intention defines, how the selected section/unit is expected to operate

Deviation – these are departures from the intention which are discovered by systematically applying the guide words

Causes – these are reasons why deviations might occur. Once a deviation has been shown top have a conceivable or realistic cause, it can be treated as meaningful

Consequences Hazards – they are the results of deviations should they occur

Aims

The primary aims of HAZOP are:

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• To identify the cause of all deviations of changes from the design intent

• To determine all major hazard and operability problems associated with these deviations.

• To decide whether action is required to control the hazard or operability problem • To ensure that the actions decided upon are implemented and documented.

Step 1 – ensure that the spark arrestor is attached to the exhaust of the road tanker.

Step 2- check that the tanker is empty

Step 3 – the tanker is parked in stationery position at the unloading bay

Step 4 – tanker is earthed by connecting the body of the tanker to the earthing pit

Step 5 – start pumping petroleum product from storage tank to the road tanker

Step 6 – to ensure that the requisite quantity is pumped to the road tanker

The procedure:

The complete procedure studied is divided into discrete nodes. Every node has each parameter or guide word deviation. for each deviation, causes are identified and for each cause, consequences are identified. After considering proposed protection for each consequence, recommendations for actions are made, if the remaining level of risk is considered unacceptable.

Steps used:

• Select and confirm the scope of node • Explain the general intentions and operating conditions of the node

• Specify the node’s process parameters • Select a process parameters

• Apply a deviation to the parameter and develop meaningful causes, hazards of the deviation from the intention

• Identify all scenarios, causes/hazards of the deviation from the intention

• Identify all major consequences associated with each cause without regards to safeguards • Specify predominant safeguard against each consequence.

• Reiterate the above steps for other guide words

• Reiterate the above steps for all other nodes in review

The team should document all recommendations submitted during the study

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HAZCHEM CODE

Emergency action code seal for fire spillage-

1. JETS

2. FOG

3. FOAM

4. DRY AGENT

P

V

FULL

DILUTE

R

S

V

BA

BA for fire only

T

BA

BA for fire only

W

X

FULL

DILUTE Y

V

BA

BA for fire only

Z BA

BA for fire only

S

Y

Z

T

E CONSIDER EVACUATON

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NOTES FOR GUIDANCE:

FOG: In the absence of fog equipment, a fire spray may be used

DRY AGENT : water must not be allowed to come into contact with the substances at risk

V: can be violently or even explosively reactive

FULL : full body protective clothing with BA

BA: Breathing apparatus plus protective gloves

DILUTE : may be washed to drain with large quantities of water

CONTAIN : prevent by any means available spillage from entering drains or water course

Sr. No. SUBSTANCE HAZCHEM CODE

1 Petrol 3 E

2 Methyl 2PE

3 LPG 2WE

4 Ammonia Liquefied 2PE

5 Sulphur 2

6 Kerosene 3

Y

Z

Y

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Elements of Safety Management System:

I. Safety Organization : • Safety Policy: duly approved by boards of directors of the organization, implemented to

all employees. • Safety Committees: Safety Committees should meet once in a quarter and minutes of the

meeting should be recorded. - Encourage employee participation - making safety reports, audits, and incidents.

• Enforcement of Safety: In an organization, Safety should be ensured through repeatedly highlighting its utility in preventing loss of life and property and providing training to employees in safe working. Following modes are followed for enforcing safety:

- Work permit system - Job Safety Analysis - Training of employees & contractors - Surprise checks - Drills - Operations / Safety manuals - Periodic MIS reports

• Safety Promotions : - Safety precautions - Safety posters and slogans - Safety records - Do’s & Don’ts at toxic chemicals/ handling / storage/ operations. - Wearing Helmets and Personal Protective Equipments ( PPE’s) - Labeling of chemicals - Material Safety Data Sheet

II. Employees Participation: Participation is an important factor for the Growth and Rise of the skills, and the measures taken for helping the Organization. III. Process Safety Information: Process safety is defined as the operation of facilities that handle, use, process, or store hazardous materials in a manner free from episodic or catastrophic incidents. - Knowledge of chemicals, process and plants is one of the prime assets. - Written Process Description - Process Flow diagrams (PFD’s)

IV. Operations Procedures:

Operations procedures describes tasks to be performed, data to be recorded, operating conditions to be maintained, samples to be collected and safety and health precautions to be taken.

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V. Training : Personnel in the terminal should be trained and retrained for improving their understanding and upgrading skill in their area of work of their training needs. VI. Contractors: In Petroleum Industry where contractors are deployed to accomplish various types of jobs of different nature, it is very much essential to formulate and elaborate system for ensuring safety at work place. VII. Pre-Startup Safety Review: One of the most critical periods in a operation is the start up of the process. Before a new or modified unit is started, a systematic check should be made to ensure that the equipment has been installed properly. VIII. Mechanical Integrity: Mechanical integrity of the plant or the facility need to be ensured so as to perform intended activities without the chances of its failure. Maintenance Procedures The Maintenance programs and schedules should be reviewed and analyzed to see if the areas where breakdown maintenance is used rather than ongoing mechanical integrity program consisting predominantly of preventive & predictive maintenance.

- Use of PPE’s - Records, Maintenance procedures should be duly authorized. - Inspections & Test results. - Quality Assurance: is an essential part of a mechanical integrity program.

IX. Work Permit: Special permission or Work permission is taking to carry out work inside the terminal. They are of the following three types:

- Cold Work permit (yellow Color) - Hot work permit (red Color) - Electrical Work Permit (blue color)

X. Incident Investigation & Analysis: An incident investigation is a critical feedback about the system of control of a hazard. Feedback control involves gathering information about an occurrence or completed activity, evaluating that information and taking steps and improves the situation in the future.

XI. Emergency Planning & Response: The basis for the emergency preparedness plan should be derived from the hazard and analysis and the consequences of identified credible accident scenario.

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- Early warning / Alarm system. - Immediate response procedures / measures. - Manpower / organgram and their responsibilities - Emergency control plan - Resource mobilization plan - Mutual aid - Evacuation procedures / assembly points.

XII. Compliance Audit: Safety Audits are the periodic examination of the functioning of safety system. It gives an idea about how they are being accomplished. - Internal Safety Audit - External Safety Audit - Safety Management System Audit XIII. Occupational Health

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FIRE FIGHTING FACILITIES AT WADALA TERMINAL:

Sr. No. ITEMS AVAILABLITY 1 Water Storage Tk-91- 2300 kl

Tk-92- 3400 kl U/G Tank 700 kl Total= 6400 kl + Mutual Water Aid with IOC- Wadala

2 Fire Engines 5 x 410 kl/hr 3 Hydrants 44 Nos. 4 Monitors 24 Nos. 5 Foam Compound ( cans) 3 Kl 6 10 kg DCP Fire Extinguisher 56 Nos. 7 75 Kg DCP Mob Trolley 3 Nos. 8 50 Kg. Mobile DCP TR 3 Nos. 9 2 Kg. DCP Fire Extinguisher 5 Nos. 10 2 Kg. CO2 Fire Extinguisher 13 Nos. 11 6.8 KgCO2 Trolley mount 11 Nos. 12 Foam Monitor Trolley 2 Nos. 100 ltr. capacity 13 Fixed Foam Tank 1 )7.5 Kl capacity

2) 4 kl capacity 14 Water Foam Monitor Trolley 2400 LPM 2 Nos. With 3 hose coupling 15 Hoses 28 Nos. 16 Jet Nozzles 6 Nos. 17 Curtain Nozzles 2 Nos. 18 Universal Nozzles 3 Nos. 19 Fog Nozzle 1 No. 20 Sand Scoop 4 Nos. 21 Sand Bucket stands 5 / Each 5 buckets 22 First Aid Box 4 Nos. 23 Stretcher 1 No. 24 Explosives Meter 1 No. 25 Fire Proximity Suit 1 No. 26 Rescuescitator 1 No. 27 Water Jel Blanket 1 No. 28 Hand Operated Siren 3 Nos. 29 Electric Siren 3 km ran 1 No. 30 Breathing Apparatus with spare Cylinder 1 No. 31 Red / Green Flags 1 Each.

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DESIGN OF TANK TRUCKS

a) Capacity standardization:

The maximum compartment size allowed by the Explosive Regulations is 5,000 litres. However the TTs are standardized on the following truck sizes, with each compartment capacity of 4000 Litres./5000Litres. The loading capacity of tank trucks is standardize, the maximum compartment size allowed by the explosive regulation is 5000 liters .The number of compartments can be maximum up to 5 and minimum up to 3.

The net carrying capacity of a tank shall be 97 percent of its gross carrying capacity in the case of petroleum Class A and petroleum Class B and 98 percent in the case of petroleum Class C.

Tank Truck Size Compartment 12 KL = 3 x 4 KL,4 x 3 KL, 1 x 2 KL + 1 x 4 KL + 2 x 3 KL 25 KL = 5 x 5 KL

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The advantages of this standardization are:

- Facilitates easy and uniform ordering as the trade becomes readily acquainted with compartment sizes and truck capacities.

− Permits flexibility of programming, especially at locations with more than one truck. Permits easy transfer of trucks between locations.

− Rationalizes billing procedure.

b) Axle Weights:

A tank truck is so designed that the R.L.W. and the axle loads do not exceed the maximum stipulated by the Road Transport Authorities. This is useful in adjusting Axle Weight distribution as per current maximum Axle Weights permitted by Road Transport Authorities. HQO circulates circulars covering any changes made by R. T .0. in this regard.

c) Emergency Valve:

Every truck compartment should be fitted with a 4" emergency valve. The spring tension keeps the valve normally shut. To get a full discharge rate of 400-450 litres/minute, the valve must lift I” corresponding to I 1/2" to 2" horizontal movement of the lever. As the cable operating the lever has to act against the spring tension, it tends to slacken, resulting in partial opening of the valve. This can easily double the discharge time. The movement of the lever should be checked daily and the cable tightened if necessary. The cable and rollers should be lubricated once a week. Emergency valve neoprene gaskets should be kept in spare for quick replacement.

d) Delivery Line:

Standards -4" delivery pipe, 3" faucet, 2 1/2" Barret or quick coupler with dust cap. The pipeline at the discharge end must have a 2 1/2" down- ward slope. Lightweight hoses of 2 1/2" smooth bore must be used. All connections/bends must have minimum 2 1/2" bore.

e) Vents:

Standard size -I 1/2". Pressure (I 1/2 psi), Vacuum (I 1/2" water). When the truck is topped up or when there is a rise in temperature, the vapour pressure above the liquid rises. When this exceeds 1.5 psi, the spindle, gets lifted against the upper spring tension and the vapour escapes. Similarly when the truck is decanted or there is a drop in temperature, a partial vacuum is created. When this exceeds I 1/2" of water, the atmospheric pressure pushes down the aluminum diaphragm against the lower spring and allows air to enter the tank. The vent should be tested against a mano-meter once in three months. The vent screen should be of 28 mesh and should be cleaned once a month.

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f) Dip Points:

Dip points at the centre are provided for each compartment for measuring quantities by dip rod. The plastic level indicators are not acceptable.

g) Fire Extinguishers:

These should be of dry chemical type of 10 Kg capacity. The seal, nozzle dust cap and the trigger mechanism of the extinguisher should be checked daily. The weight of the CO2 cartridge, condition of the powder cover gasket, hose pipe should be checked monthly. All joints should be made air tight to prevent leakage. The clamps on the bracket provided for the fire extinguisher, should allow for easy removal and putting back of the extinguisher.

h) Flame Arrestor:

The CCOE approved flame arrestor should be installed on all tank trucks. As the carbon deposits from the exhaust tend to choke the flame arrestor, it should “be cleaned periodically with dilute caustic soda solution. A blocked exhaust vent results in back pressure on the engine causing over-heating and poor performance.

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i) Tool Kit Accessories:

Every truck should be provided with tools and accessories listed below to take care of on the spot minor jobs: Wheel Spanner - 3" and 6" Screw drivers - 3" and 6" Cutting pliers - 6" Adjustable spanners - 6" and 12" Set of double and spanners 13 pieces Spare fuses and insulating tape Stepney tyre Jack Faucet key, goose neck bend, coupling gaskets.

j) First Aid Kit:

A first aid box should be provided in each truck and kept in an easily accessible place in the truck.

k) Tachographs:

This instrument provides an accurate record of driving speed, distance and engine running. It is desirable that this device is provided if possible and kept in working order. The tachograph should be installed in such a position as to minimize cable bends. The cables should be lubricated every quarter.

Security Locking System:

A locking system consists of the following:

1. A padlock operable by a key.

2. Brass locking bars / strips to lock multi-compartment Tank Trucks.

3. A steel storage cabinet for storage of brass locking bars /strips and padlocks.

4. Electronic key safe for safe custody of master keys.

5. Individual padlock key (to be kept with Dealer).

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6. Master Key (to be kept with Location). For successful implementation and for hassle-free operations, all accessories are handled and managed in the prescribed manner as provided according to the industry standards:

Important Features of the Locking System Components

No. Item Description

1. Locking Technology

Rotating Disc Cylinder type or Pin Cylinder type providing extensive master keying facilities. • Keyway of padlocks is HPCL specific, operated with Profile key, i.e. no key, other than keys of locks provided to HPCL can enter the keyway. • Individual or Dealer Lock Key is not capable of locking or unlocking any other dealers padlock. All locks in a set are keyed alike. • Cylinder can be upgraded to higher levels of security without changing the lock. • 360 millions & 100 millions key combinations for Rotating Disc-Type Locks & Pin-Cylinder Type Locks respectively i.e. configuration of a lock-key are repeated only after 360 million & 100 million combinations depending on the type of locks.

2. Type of Locking Double locking, with both toe & heel of the shackle locked by stainless steel ball bearings providing high levels of security on both sides. • Shackle cannot be locked accidentally in the wrong position. This ensures that the shackle is completely secured when locked. • Key removable only in locked condition thus ensuring locking before departure of the Tank Trucks.

3. Padlock • Chrome plated brass /brass body. • One or more sets of 6 / 8 locks per Retail Outlet (RO) depending upon the distance of RO from supply Location and its thruput. • Two locks per compartment i.e. 6 / 8 locks in each set per truck with 3/4 compartments.

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4. Master Key • Feature to open all locks of the same make at supply points, including option to expand in future. • Total 3 master keys are provided to each Location. • Master key wear off will occur due to wear and tear on completion of specified numbers of rotations of the key. Master key is replaced by the lock supplier on written request from the Location.

5. Individual Lock Key

1 key to open all locks of a Retail Outlet. Total 2 keys per RO are provided.

6. Key Operation 90 Deg / 180 Deg rotation of key for locking / unlocking. • Key removable only in locked condition. • Restricted Key way (means only HPC specific key way).

7. Locking Bar • Brass bar with thickness of minimum 4 mm. • Length - adequate to cover Tank Truck delivery valves of all the compartments. • Holes on the bars at every 3 to 4 cm for locking with Tank Truck delivery valves. • The diameter of the holes should take care of diameter of shackles. It should be ensured that there is no scope to play with the Tank Truck delivery valves, when in locked condition.

8. Storage Cabinet • For storage of padlocks. Each shelf should contain compartments to accommodate sets of locks. Thickness of material should be at least 22 gauges.

9. Electronic Safe • One per location to ensure safe custody of Master keys.

Maintenance of Tank Trucks:

a) Due to extremely high initial cost of a truck and the correspondingly high depreciation, a truck should be kept in top class serviceable condition all the time. Any time lost as a result of breakdowns is loss of productive time.

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b) A Diesel truck is replaced after 10 years and 5 lakhs Kms. This target is conservative when compared to the figures claimed by the manufacturers and large fleet operators of Tata and Leyland trucks. They have achieved an average truck life of 800,000 to 900,000 KMs after four complete engine overhauls.

c) In order to operate a truck efficiently throughout its life span, an effective preventive maintenance program is essential.

Lubricant Grades:

To minimize wear and tear, recommended lubrication procedures should be meticulously followed. Refer tank truck manufacturer’s service manual for correct grade of lubricant to be used for different applications.

Engine Maintenance:

For an engine to operate efficiently over its life span the lubrication, cooling, fuel/air intake systems should be carefully and properly maintained.

i) Lubrication - The oil should be properly filtered. The oil filter should be cleaned monthly and replaced every three months. The oil should be changed periodically as specified. The oil pressure gauge should be checked every day for proper circulation of the lubricant.

ii) Cooling - The radiator must be topped up daily. The effectiveness of the cooling system should be checked on the temperature gauge. Radiator hoses should be inspected and tightened every month.

iii) Fuel and air intake - A clogged air filter can badly affect engine performance. Air filters should be cleaned and oil changed every week or more frequently where dusty conditions are encountered. Cleanliness of fuel and efficient operation of the fuel pump is very essential for the engine to operate at full power. Dirt in fuel causes faster wear of the fuel pump and injector nozzles and clogs the pump valves. The fuel should be strained when topping up. The filter should be cleaned once a month and replaced every six months.

Body/Chassis:

The chassis requires no lubrication. As a protection against corrosion, the chassis may be .given an anti-corrosive undercoat or a coat of paint during monsoons. After the first 8,000 kilometers and then once every month, check the tightness of all bolts, set-screws and nuts. The body of the truck should be washed regularly and wax polished once a month in order to maintain its good appearance. Nuts, bolts, screws on all body fittings should be tightened every month. Door hinges, outer door handles and door latches should be lubricated monthly.

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Tyres:

Tyres should be properly installed and maintained to prolong tyre life and reduce costs. The following should serve as general guidelines:

i) The driver or mechanic should check and inflate tyres to the recommended pressures daily. Under- inflation causes over flexing resulting in excessive heat build-up. This over- heating causes tyre disintegration, such as ply separation. Over-inflation causes (i) poor load distribution on the tyre, (ii) decreases the proper flexing, (iii) causes strain in the cords and (iv) increases impact bursts. A tyre should be inflated when cold. Heat builds up with running resulting in an r ise in pressure. This excess pressure should not be bled.

ii) A new tyre should last 64,000 Kms. before the first retread. A tyre can normally take two retreads giving 28,000 Kms after each retread, giving it a total life of 1,20,000 Kms. Sometimes the carcass retains enough strength for a third retreading.

iii) Mismatches can occur in a number of forms; rib tyre mounted next to lug tyres, retreaded tyres mounted with new tyres and lug tyres being operated on steering axles. These are mismatch conditions and will cause premature tyre failures.

iv) Proper alignment of dual assemblies is essential if wear on all tyres is to be even. The tyres should be dead parallel. This can be checked with a tyre square. The spacing of the tyres should be as specified.

v) Using the correct size rims is most important in producing the maximum tyre service. Studs should be checked to make certain that they are not broken and that all nuts and wedges are tightened down properly. The rims should be inspected for damaged flanges.

vi) Poor mechanical condition of the truck like grabby brakes, bearings and front end misalignment can cause fast and uneven tyre wear, sometimes to a point which makes it impossible to retread. A truck should be kept in good mechanical condition to prolong tyre life.

vii) Valves should have valve caps screwed on at all times. These should have rubber washers to prevent the accumulation of dust particles between the valve and the valve seats and thus prevent the loss of pressure.

Good driving habits ensure long tyre life. The driver should observe the following rules to save tyre wear:

- Drive slowly over rough roads. - Do not drive over curbs by making too short a turn. - Avoid riding over the edge of road since this can result in tyre Cuts and bruises.

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- Avoid sudden braking by anticipating stops in order to avoid wear by skidding. - Start slowly and do not spin wheels. - Drive at moderate speeds with heavy load and when the weather is hot.

viii) A tyre record should be maintained for each truck in the Equipment Data Book (sample attached). Information about tyre repairs, retreading, etc. should be recorded in this. If a truck is transferred to another location, this Equipment Data Book should be sent along with the truck.

Batteries:

The following checks should be carried out weekly on all batteries:

a) Keep the batteries in a clean and dry condition. When cleaning the battery, the vent plugs should be properly fitted to prevent entry of dust in the cells. The vent hole should be kept clear for the gases, evolved during charging to escape.

b) Check electrolyte level in each cell. This should be 1/4" to 1/2" above the top of separators. Top up with distilled water, if necessary.

c) Clean terminals tighten and smear with Vaseline.

d) Check Specific Gravity of electrolyte with a hydrometer. This indicates the state of charge. If distilled water has been added, check the Specific Gravity after about half an hour’s charging. If the specific Gravity indicates overcharging/undercharging constantly, the regulator setting should be lowered/increased.

Periodic Checks:

a) Daily Check List -The following checks should be carried out daily before the truck leaves on its first trip:

1. Fuel - Top up 2. Oil - Top up. 3. Radiator Water - Top up. 4. Compressor tank - Drain. 5. Emergency Valve - Check movement of valve lever and adjust if necessary. 6. Grounding Plate - Check condition of plate and cable. Tighten connection. 7. Tyres - Visual check and pressures. 8. Fire Extinguishers - Check seal, nozzle dust cap and movement of trigger . 9. Lights. - Start engine and check. 10. Windshield Wiper. 11. Horn.

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12. Pressure/Vacuum Gauge. 13. Ammeter/Pilot Light for proper function of dynamo. 14. Oil pressure gauge for proper functioning of the oil pump. 15. Rear View mirror. 16, Start truck and test brakes. 17. Hoses and couplings. 18. Goose bends. 19. Gaskets. 20. Faucet Key. 21. Tool Kit/ Accessories.

b) Weekly Check List -These checks are in addition to the daily checks:

1. Brake Oil - Check level, top up if required. 2. Air Cleaner - Clean end refill oil. 3. Fuel injection pump and governor housing check oil’ level. 4. Battery - Check Specific Gravity and electrolyte level. Top up with Distilled Water. Clean terminals and smear with Vaseline. 5. Tighten wheel nuts. 6. Tighten spring ‘U’ bolts. 7. Lubricate - Brake and clutch linkages, Centre bearing, ‘U’ Joints, Propeller shaft -sliding yoke, Shackle pins, Steering bell joints, Brake/clutch pedal shaft, Kingpins, Hand brake lever shaft.

c) Monthly Check List -These checks are carried out in addition to the daily and weekly checks:

1. Engine Oil - Change. 2. Gear Box - Top up. 3. Differential - Top up. 4. Steering gear box - Top up. 5. Lubricate dynamo and starter bearings. 6. Grease water pump. 7. Grease pumps bearings where applicable. 8. Radiator hoses - Check condition and tighten clamps. 9. Fan belt - adjust tension 10. Fuel Tank Drain. 11. Clean prefilter at feed pump, fuel and oil filters. 12. Clean and adjust spark plugs and Delco points. 13. Tighten nuts, bolts and screws on all chassis and body fittings. 14. Tighten mounting bolts on steering gear assembly. 15. Tighten propeller shaft flanges. 16. Clean vent screens. 17. Clean flame arrestor. 18. Clean and wax polish the entire truck.

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e) Spare Parts List -As spare parts are not readily available at all locations, repair time is sometimes unnecessarily prolonged. In order to eliminate time lost in acquiring spares and minimize repair time, we have drawn up a list of essential items which may be kept in spare at each location:

1. Head Light Bulbs, Single/double contact and voltage as (Tail Light Bulbs) per requirements. 3. Wiper arm and blade. 4. Oil Filter Cloth. 5. Fuel Filter Elements. 6. Diesel pipe. 7. Brake hose.8. Radiator hoses. 9. Fan Belt. 10. Master Cylinder Kit. 11. Wheel Cylinder Kit. 12. Brake liners with Rivets Front and rear. 13. Emergency valve cable. 14. Cable fasteners. 15. Wheel nuts. 16. ‘0’ Clamps. 17. Emergency valve gasket. 18. Gasket Sheet (1/16", 1/8" and 1/4") 19. Asbestos gland packing. 20. Nuts, bolts, screws etc. per requirement. . 21. Pump bearing and mechanical seals. 22. Flame arrestor. 23. Fire extinguisher Dry Chemical, CO2 cartridge, hose pipe, spares grip nozzle, dust caps and gaskets. 24. Fuel Pump Set.

f) Motor Equipment Maintenance and Repair Book -A sample of this form is attached. Whenever any repairs are carried out on a truck, the information on the nature and cost of repairs, cost of spares, number of man-hours, etc. should be recorded on this form. If equipment is transferred to another location, this should go along with the truck.

Pre- Inspection of TT’s

− Stringent checks on TTs for Q&Q and Safety during Transportation – Outsourcing Pre Inspection of Tank Trucks at Locations

− Detection of Malpractices − Verification of Fittings

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− Functionality of Security Locking system − Operation of Dome covers, Valves etc. − Vehicle Management System (VMS) − VMS box in Cabin − Position of Gate valve box − Gap between sensor and the barrier etc − Branding of TTs − Body inspection − Dome cover − Fire extinguishers − Frequency : once in a month

Vehicle Management System (VMS)

- Pioneering initiative of HPCL towards Q&Q assurance

− Monitoring tank truck movements on real time basis through a technology based VMS

− The system comprises of:

o GPS (Global Positioning System connecting to satellite)

o GSM (global system for mobile)

− Software for linking GPS / GSM with GIS (geographical information system) for data transfer to base station to identity position of the vehicle on the map and to collect data like speed, KM travelled etc.

− Development of detailed reports and two way voice communication.

− Following reports can be generated from the system in report format on current and cumulative basis:

o Speed report o Duration report o Route covered report o Halt report o Distance report

Company TT’s VOLVO’s

A Volvo truck is a truck which is based on the latest technologies which helps in convenient and safe transportation of bulk products like motor spirit, high speed diesel, high flash- high speed diesel, superior kerosene oil & ethanol. A Volvo truck consists of various devices which are helpful for safe transportation of flammable liquids as mentioned above.

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Hindustan petroleum corporation limited(HPCL)Wadala Terminal-I, Mumbai has 5 of its own Volvo trucks which are used to supply different products like Motor Spirit(Gasoline) & High speed diesel from the terminal to different HPCL’s filling stations across whole of Mumbai.

HPCL’s Volvo trucks are assembled trucks which consist of 4 main parts. The main manufacturers of the company’s owned Volvo trucks are:

1. Volvo India. 2. PL Haulwel-trailers. 3. NS Rama Rao. 4. OPW.

Major parts

VOLVO INDIA: The major parts which are included inside a Volvo truck are as follows:

1) Stalk for indicators, cruise control and engine speed control. 2) Light control panel. 3) Instrumentation with driver information display. 4) Tachograph. 5) Radio and telephone. 6) Wheels & Tyres 7) Stalk for windscreen wipers and driver information display. 8) Blocking valve. 9) Parking brake. 10) Telephone. 11) Display for dynafleet and reversing camera. 12) Buttons for dynafleet and reversing camera. 13) Switch for the hydraulic kit. 14) Parking heater switch. 15) Auxiliary Brakes. 16) Engine. 17) Lightings & Headlights. 18) Manual Gearbox. 19) Differential lock. 20) Driver Seat & passenger’s seat. 21) Steering wheel. 22) Doors. 23) Air Conditioning system. 24) Wiper blades. 25) Fuel system. 26) Water separator. 27) Primary & Secondary filters.

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28) Batteries. 29) Air dryer. 30) Front & Rear Axles.

PREVENTIVE MAINTENANCE SCHEDULE

Daily Inspection:

Pre journey checks are a part of daily inspection. Pre journey checks include the following checks:

1) Functioning of headlights, indicators & warning lights. 2) Brake pressure must be sufficient. 3) Windows and rear mirrors must be undamaged and clean. 4) Check the level oil fuel in the fuel tank and fill the tank if sufficient amount of fuel is not

present. 5) Check the air pressure in the tyres and check for puncture (if any). 6) Check the level of engine coolant. 7) Check the engine oil level. 8) All controls must be undamaged. It must be possible to move them freely. 9) There must be no faults active in driver display.

Checks when refueling:

1) Clutch fluid level – check that the fluid level is between the minimum and maximum markings. Top up with fluid if necessary. Dirty of incorrect fluid can cause serious problems.

2) Tyre pressure (at least every fortnight).

Minor Repairs:

Replacing wiper blades:

1) Fold out the wiper arm from the windscreen. 2) Press the plastic catch. 3) Slide the wipers away from the wiper attachment. Move the washer nozzle down if it

catches.

Replacing bulbs:

1) Switch off the lighting. 2) Remove the ignition key from the starter switch. 3) Open the door. 4) Open the service hatch by the entry step.

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5) Slacken off the nut almost fully. 6) Press the nut forward to release the headlight from its clip. 7) Remove the nut. 8) Fold the headlight forward

99

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SEWREE I

Sewree I was commissioned in 1918 and was taken over by HPCL. It is in existence from more than 90 years. It was taken by HPCL. The terminal receives stores and delivers in bulk high speed diesel, High flash high speed diesel (HFHSD), Industrial furnace oil and light diesel oil.

These products are received from the refineries of HPCL/BPCL as well as imported products from butcher island/MOT through Bombay port trust pipelines. Earlier dispatch of petroleum products was done by rail tankers also. However now dispatch by rail tanker has been stopped from the last three years as there is no requirement for it.

The terminal also manufactures, packs & distributes FINIT, KOOL GUARD (automotive coolant), TRIMOL (Industrial cutting oil), SUPER 2T ENGINE OIL & various asphaltic based lubricants for use in heavy bearings and gears.

Details of storage tanks at Sewree I:

Tank No. Product Type 59 HFHSD Cone roof 60 IFO Cone roof 63 380-CST Cone roof 64 IFO Cone roof 67 LDO Cone roof 68 HFHSD Cone roof 76 LDO Cone roof 77 Water Cone roof 78 LDO Cone roof 79 Water Cone roof

Tank No. Product class Capacity (Kl) 1 150 BS B 24 2 FINIT C 24 3 TRIMOL B 24 4 FINIT B 68 5 Low pour HSD Unclassified 24 6 Brake fluid Unclassified 52 7 Kool guard Unclassified 52

T-1 Asphalt Unclassified 4 MT T-2 Asphalt Unclassified 6 MT 8 CBFS Unclassified 9 9 CBFS Unclassified 8 12 CBFS C 15

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TYPES OF PRODUCTS IN SEWREE I

There are two types of products:

1. LUBES: - Indent - Availability of raw material

o Base oil

o Carton

o Container

- Availability of required bland of finished

- Quality control

- Logistics

- Dispatch

- Operation

2. BULK: - Receipt of bulk product

- Quality control

- Indent

- Operation

- Dispatch

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COMPONENTS AND CALCULATION OF FIRE WATER SYSTEM IN A TANK FARM SEWREE I

The main components of the system are Fire Water Storage, Fire Water Pumps and Distribution Piping Network. The fire water system in an installation should be designed to meet the fire water flow required for fighting one largest risk at a time.

DESIGN FLOW RATE:

(i) Fire water flow rate for a tank farm shall be aggregate of the following:

- Water flow calculated for cooling a tank on fire at a rate of 3 lpm/m² of tank shell area

- Water flow calculated for exposure protection for all other tanks falling within a radius of (R+30) m from centre of the tank on fire (R-Radius of tank on fire) and situated in the same dyke at a rate of 3 lpm/m² of tank shell area

- Water flow calculated for exposure protection for all other tanks falling outside a radius of (R+30) m from centre of the tank on fire and situated in the same dyke at a rate of 1 lpm/m2 of tank shell area.

- For water flow calculations, all tanks farms having class A or B petroleum storage shall be considered irrespective of diameter of tanks and whether fixed water spray is provided or not upon the tanks.

- Water flow required for applying foam on a single largest tank by way of fixed foam system, where provided, or by use of water/foam monitors.

- Various combinations shall be considered in the tank farm for arriving at different fire water flow rate and the largest rate to be considered for design.

(ii) Fire water flow rate for supplementary streams shall be based on using 4 single hydrant outlets and 1 monitor simultaneously. Capacity of each hydrant outlet as 36 m3/hr and of each monitor as 144 m3/hr minimum may be considered at a pressure of 7 kg/cm2g.

(iii) Fire water flow rate for tank wagon loading gantries and other equipment area shall be calculated as under:

- Tank wagon loading gantries - 10 lpm/ m2

- Equipment area: pumps of volatile product service under located under pipe rack in pipeline pumping station - 20 lpm/m2.

The design fire water rate shall be the largest of (i), (ii) or (iii).

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(i) FIRE WATER FLOW RATE FOR A TANK FARM:

WATER TANK CAPACITY:

TANK NO. 79 – 570 kl

TANK NO. 77 – 3620 kl

Largest product tank: tank number. 63. Diameter: 27.46, height: 9.6

Capacity of each water hydrant: 36 kl/hr

Capacity of each water monitor: 144 kl/hr

Assuming that tank No. 63 under fire:

(A)

(a) Water required for cooling of tank # 63 @ 3 lpm/sqm

= (3.14 x 27.46 x 9.6 x 3 x 60) / 1000 = 148 kl/hr

(b) Water required for cooling of tanks outside radius of (R+30) @ 1 lpm/sqm

Tank # 59 → (3.14 x 27. 43 x 9.5 x 1 x 60) / 1000 = 49 kl/hr

Tank # 67 → (3.14 x 18.28 x 13.96 x 1 x 60) / 1000 = 48 kl/hr

Tank # 60 → (3.14 x 27.43 x 9.27 x 1 x 60) / 1000 = 47 kl/hr

TOTAL (b) = 144 kl/hr

( c) water required for cooling of tanks inside radius of R (R+30) @ 3 lpm/sqm

Tank # 64 → (3.14 x 27.42 x 9.5 x 3 x 60) / 1000 = 147 kl/hr

Tank # 68 → (3.14 x 18 x 14.5 x 3 x 60) /1000 = 147 kl/hr

Tank # 76 → (3.14 x 18 x 14.35 x 3 x 60) /1000 = 145 kl/hr

TOTAL (c) = 439 kl/hr

(d) Water required for applying foam on largest fixed roof tank @ 5 lpm/sqm

= (3.14 x 13.72 x 13. 72 x 5 x 60) / 1000 = 177 kl/hr

TOTAL= (a) + (b) + (c) + (d) = 908 kl/hr

Water requirement for 4 hrs →→→→ 4 x 908 = 3632 kls

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Water available with 2 tanks = 3620 + 570 = 4190 kls

Additional water requirement in the terminal is nil and hence there it enough water to meet the requirements of the terminal.

(ii) FIRE WATER FLOW RATE FOR SUPPLEMENTARY STREAMS:

1) Water requirement for 4 hydrants = 4 x 36 = 144 kl/hr

2) Water requirement for 1 monitor = 1 x 144 = 144 kl/hr

TOTAL (B) = 1+2 = 288 kl/hr

Total water requirement for fire fighting for 4 hrs = 3632 kls

# Available diesel fire engine = 2 nos. x 410 kl/hr = 820 kl/hr

For 4 hrs = 3280 kl

Stand by fire engine available = I nos.

At present pump no. 1 and 3 are working, pump no. 2 is under maintenance.

(iii) FIRE WATER FLOW RATE FOR TANK WAGON LOADING G ANTRIES AND OTHER EQUIPMENT AREA:

Since the terminal does not have tank wagon loading gantries, so the calculation for design flow rate at this place is not applicable.

REMARKS:

The fire water flow rate for supplementary streams is higher, so it will be considered as the design flow rate for the terminal as 3280 kl.

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DYKE WALL HEIGHT CALCULATION

Assuming the rupture of the biggest Tank No. 60 (5500 KL capacity)

(A) Area of Tank Farm (A) = 120 x 79 = 9480 Sqmt

(B) Surface area occupied by the Tanks sqmt = 2239 sqmt

(Tank Nos : 59, 64, 68, 63, 67, 76, 78)

(C) Actual area available C = (A-B) = 7241 Sqmt

(D) Maximum Volume to be accumulated = 5500 Cum

(E) Minimum height required E = D/C = 5500 / 7241 = 0.75 mtr

(F) Existing average height = 3.0 mtr (free board 0.2 excluded)

Hence the dyke wall height is as per the norms.

FOAM CALCULATION

1. Foam requirement for the tank on fire:

(3.14 x D x D x 5 x 60/4) /1000 = 178 kl/hr

(Assuming foam water requirement @ 5 lpm/hr)

2. The quantity required for trolley mounted foam = 144 kl/hr

3. Water requirement for 2 hose stream = 137 kl/hr

Larger of 1 or (2+3) is water required = 280 kl/hr

Foam requirement = 3% of 280 = 8.4 kl/hr

Minimum foam required to be stored = ½ of one hour requirement

= 8.4/2

= 4.2 kls

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FIRE EXTINGISHER REQUIREMENT AND SEWREE I

LOCATION

ACTUALS

TYPE CAPACITY Nos.

OISD

REMARKS

Main gate DCP 10 Kg

75 Kg

50 Kg

1

2

1

DCP- 10KG-1 OK

Office (GF) DCP 2Kg 1 DCP- 10 Kg - 2 One DCP of 10 Kg required

Office (FF) DCP 10Kg

2 Kg

1

1

CO2 2Kg 1

Gantry DCP 10Kg

75 Kg

50 Kg

5

2

1

DCP -10 Kg-3

DCP 75 Kg-1

Ok

STORE DCP 5 Kg 1 DCP- 10 Kg-1 OK

CO2 9 Kg 1

FIRE PUMP HOUSE DCP 10 Kg

5 Kg

1

1

DCP 10 Kg-2 One DCP of 10 Kg required

CO2 6.5 Kg 1

RAW MATERIALS GODOWNS

DCP 10 Kg 4 DCP- 10 Kg- 4 OK

LUBES & FINIT DCP 10 Kg

5 Kg

8

1

DCP – 10 Kg- 3 OK

CO2 2 Kg 1

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4.5 Kg 1

ASPHALT DCP 10 Kg 2 DCP-10 Kg-3 One DCP- 10 Kg required

CO2 6.5 Kg 2

CANTEEN DCP 10 Kg

2 Kg

3

1

DCP- 10 Kg-3 OK

CO2 9 Kg

4.5 Kg

1

1

RECORD ROOMS DCP 10 Kg

5 Kg

6

1

DCP-10 Kg-7 One DCP-10Kg required

TANK FARM DCP 10 Kg 12 DCP-10 Kg- 14 One DCP of tank No. 68 is kept at tank no. 76

2 DCP’s of 10 Kg is required.

ELECTRIC MCC ROOM

DCP 5 Kg 1 CO2 – 4.5 Kg-3 2 CO2 - 4 .5 Kgs required

CO2 6.5 Kg 1

PRODUCT PUMP HOUSE

DCP 10 Kg

5 Kg

2

1

DCP- 10 Kg- 4 2 DCP’s of 10 Kg required

ANNEX DCP 10 Kg 4 DCP-10 Kg- 4 OK

CO2 6.5 Kg 1

LPG SHED DCP 10 Kg 1 DCP-10 Kg- 1 OK

∗∗∗∗ Additional DCPs and CO2 type fire extinguishers are available in store in quantities of 6-10 Nos. of CO2, and 2-3 Nos. of DCP.

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SEWREE II

Sewree II was commissioned in 1922. The products stored and dispatched are ATF, IFO and SKO. Here as compared to Wadala the additional facility is of lube blending and filling. First lubes are received then processed then filling and finally dispatch. There are three gantry in Sewree II; ATF gantry, SKO (bullock cart) and IFO gantry. Bullock carts are used to carry kerosene in small quantities for domestic purposes. In lubes the final products are milky 40 and gear oil. These are the final products formed by addition of base oils and additives. There are three base oils: 150 BS, 150 neutral and 500 neutral.

Operation activities at Sewree II

− IFO Tank Truck Loading

− SKO Bullock Cart Loading

− Bulk Lube Oil Loading (Alprol N100, N32 and AP Gold) − Blending of Milcy 40, Gear Drive EP 90, Gear Oil EP 90

− 1/5 Ltr small filling and dispatches − 7.5/10/20 Ltr filling and dispatches

− 210 Ltr drum filling and dispatches − Laboratory for White Oil, Black Oil and Lubes Grades.

Tank No. Type Product CAPACITY(KL)

200 FIX ROOF SKO 3200

201 FIX ROOF SKO/ATF 6900

202 FIX ROOF SKO/ATF 6230

203 FIX ROOF IFO 10764

204 FIX ROOF IFO 1640

205 FIX ROOF 500 N 1020

300 FIX ROOF 150 B/S 550

301 FIX ROOF 500 N 200

302 FIX ROOF Milcy 40 Blend 210

303 FIX ROOF LGGO EP90 40

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Laboratory of Sewree II:

Some of the experiments carried out in the lab are distillation of petroleum products, pour point, copper strip corrosion test, kinematic viscosity, viscosity index etc. these tests determine the specifications of the petroleum products during the receipt and storage of petroleum products. All types of products possess some or the other type of specification which has to be match the desired specification. Once the lab test reports from the lab is received, then only the product is provided for filling in the TT.

Following are some of the tests which were performed at the laboratory at Sewree II in order to understand the specification of the petroleum products:

1. POUR POINT OF PETROLEUM PRODUCTS –

This method is used for diesel, furnace oil and all lube oil and base oil. The pour point of petroleum oil is an index of the lowest temperature of its utility for certain applications.

2. COPPER STRIP CORROSION TEST –

This method covers the detection of the corrosiveness to copper of aviation gasoline, ATF, gasoline and others. Crude petroleum contains sulfur compounds, most of which are removed during refining.

3. KINEMATIC VISCOUSITY OF TRANSPARENT AND OPAQUE LIQU IDS –

This test method covers the determination of kinematic viscosity of liquid petroleum products both transparent and opaque, by measuring the time for a volume of liquid to flow under gravity through a calibrated glass capillary viscometer. The kinematic viscosity of many petroleum fuels

304 FIX ROOF 500 N / Water 40

305 FIX ROOF LZ/3577 N ada 1000

306 FIX ROOF Milcy 40 22

307 Horizontal 150 N 500

308 FIX ROOF Gear Oil 230

309 FIX ROOF Hytek 230

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is important for their proper use e.g. for their flow through pipelines. Hence it is an important test.

4. DISTILLATION OF PETROLEUM PRODUCTS -

This method covers the distillation of motor gasolines, aviation gasolines, ATF, special boiling point spirits, naphtha, white spirits, kerosene, gas oils, distillate fuel oils and similar petroleum products. Distillation (volatility) characteristics of Petroleum products are indicative of performance in their intended applications. The empirical results obtained by use of this distillation method have been found to correlate with automotive equipment performance factors and with other characteristics of Petroleum products related to volatility.

5. SAYBOLT COLOUR OF PETROLEUM PRODUCTS (SAYBOLT CHROMOMETER METHOD) –

This test method covers the determination of the color of refined oils such as undyed motor and ATF, kerosene and white oils. Determination of color of petroleum product is used mainly for manufacturing control purposes and is an important quality characteristic since color is readily observed by the user of the products. When color range of a particular product is known, a variation outside the established range may indicate possible contamination with another product.

111

REFERENCES

Websites referred:

www.hindustanpetroleum.com

www.sales.hpcl.co.in

www.financialexpress.com

Manuals and other reference materials:

Coastal operations manual by HPCL

Industry Transport Discipline Guidelines by HPCL

ISO manual by HPCL Sewree Wadala Complex

OISD standard guidelines

Safety Manuals and HPCL Wadala

112

ANNEXURES

113

Hindustan Petroleum Corporation Limited

Wadala Terminal

Tank Truck Safety Check List

Tank Truck No. Date:

Contractor:

Sr. No. Particulars to check Y/N Remark 1 Endorsement of Driving License as per MV Act. Rule 9/ Training

Certificate

2 Documents available

Calibration Validity

Fitness Certificate

TREM CARD Explosives License Validity

3 Fill

Pipe a Bottom Clearance Not more than 25 mm b Not Perforated & only a single hole of 13 mm dia as top c Bottom end with 45 angular cut

4 HAZCHEM sign correctly displayed 5 Battery covered with protective rubber covers 6 Master switch for cutting off electrical connection while loading 7 Approved spark arrestor 8 Earthing cleats welded on both sides of compartment. 9 Fuel tank on driver’s side & proper guard 10 Master valves on rear side & with sealing facility 11 Standard type fuse links on each master valve 12 Fire fighting

equipments 10 kg DCP 1 kg extinguisher

13 CCOE approved PV vents 14 Wheels of bottom valves brazed with spindles 15 Nut bolts of master valve flange joints welded with rings 16 Dome covers with welded rings 17 TT ladder/catwalk in sound condition 18 TT crew wearing of PPE’s (helmet & safety Shoes) 19 Valid PUC available

114

Driver Signature Checked by Officer

FAN Format

Hindustan Petroleum Corporation Limited

FILLING AUTHORIZATION NOTE (FAN)

Location code location Date

TT No. Time

Contractor Id Contractor

FAN No Card No Oil Company

Remarks Authorized Signatory

Gantry Officer

Load detail

115

Flow Chart- Loading Sequence

START

TT arrives at the terminal and the driver reports at marketing Room. Operator performs TT authorization in TDM computer

TDM downloads data to LRC

LRC executes updating of FAN database and Uploads FAN data to TTES

TTES adds FAN data received from LRC to list of pending FANs

TTES operator selects FAN from the pending list. TTES invokes bay allocation program from LRC

TTES operator assigns card number on TTES screen

TTES operator clicks soft button on TTES ‘Accept Assignment’

TTES can reallocate bay or card if required

TTES program updates LRC with details of Bays, compartments, Card ID, FAN is printed and announcement on VDU done for TT driver

Driver collects card and FAN and proceeds to TT parking area

Driver is advised to proceed to assigned Bay with truck

1

116

1

TT proceeds the loading area and presents the card at the entry gate barrier card reader

LRC validates the card

LRC will command PLC to open entry gate register entry of TT inside filling area

Is card valid?

TT enters the licensed area and proceeds to the assigned bay

TT enters the licensed area and proceeds to the assigned bay

Is bay free?

TT driver goes to the bay card read and shows TT card in front of card reader

Is card valid?

Prompt driver to connect Earthing clip. Set RIT lamp Red Flashing

2

TT driver reports the same to TTES

TT driver reports the same to TTES

Wait until bay is free

Wait until another card is issued or reissued

No Yes

Minimum conditions for a valid card:

1. Must have a valid card ID

2. FAN should have been printed for the card

3. The card should have been registered at the entry barrier gate

4. Card is not expired

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2

Is overspill signal ok?

Display message:’TT No. compartment, preset quantity’ and advise the driver to press ‘ACK’ push button. Set RIT Lamp Yellow steady

Prompt driver and set RIT lamps red flashing

Set RIT Lamp Green Flashing. Preset loading qty, display compartment No. and loading qty in batch Controller

Is ‘ACK’ button pressed?

Display message advising the driver to press ‘START’

Is start from RIT Successful?

Set RIT green lamp

3

Resolve Condition causing start failures

No

No

Yes

Yes

No

Yes

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3

Updated loading Quantity and loading parameters

Is loading in progress?

Is loading stopped from (ESD) Bay?

Is loading stopped from

OIC?

Is ground connected?

Is overspill signal is

generated?

4

Yes

Yes

Yes

No

No

BC Displays

119

4

Is loading complete?

Update load quantity and dynamic loading parameters

Is earthing Disconnected?

Are all Compartments

Full?

‘Loading Over’ and set RIT RED lamp Steady

5

Prepare For Next Compartment

No

Yes

No

Yes

No

Yes

120

5

TT driver proceeds with the Truck to the exit gate. Parks the truck before the gate, completes in case of delivered supplies and proceeds to the marketing room block for taking the invoices

TDM Operator prepares invoice and hands over the same to the driver and clicks ‘Invoice handed over’ soft button. Driver proceeds back to the truck and drive the truck to the Exit Gate

Driver presents card in the exit gate card reader

Is card valid?

LRC checks if the ‘Invoice handed over’ soft button is pressed

“Pressed?”

LRC will command PLC to open the Exit gate.

Driver proceeds to the security gate, surrenders the card and the Gate pass copy of the invoice

Truck exits the Terminal

STOP

TT driver reports the same to TTES operator

TTES operator reauthorizes the card

No

No

Yes