8474l-081-ml-001-a

VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM)

DUNG QUAT REFINERY

OPERATING MANUAL

VOLUME 36

JETTY TOPSIDES (MARINE LOADING)

UNIT 081

BOOK 1/X

8474L-081-ML-001- A

VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) April 2007 DUNG QUAT REFINERY Rev. : A OPERATING MANUAL Chapter : -

JETTY TOPSIDES - MARINE LOADING (081) Page : 1

TABLE OF CONTENTS

1. BASIS OF DESIGN 1.1 DUTY OF PLANT 1.2 FEED CHARACTERISTICS 1.3 PRODUCT SPECIFICATION 1.4 MATERIAL BALANCE 1.5 BATTERY LIMIT CONDITIONS 1.6 DESIGN FEATURES 1.7 GAS AND LIQUID EFFLUENTS

2. DESCRIPTION OF PROCESS 2.1 LOADING ARMS AND CUSTODY METERS 2.2 SLOPS AND OILY WATER COLLECTION 2.3 LOADING ARM STRIPPING 2.4 UTILITY SYSTEMS

3. DESCRIPTION OF UNIT CONTROL 3.1 DESCRIPTION OF FLOW WITH CONTROLS 3.2 OPERATING CONDITIONS 3.3 PROCESS VARIABLES

4. UTILITY, CHEMICAL AND CATALYST REQUIREMENT 4.1 UTILITY CONSUMPTION 4.2 CHEMICAL CONSUMPTION

5. PREPARATION FOR INITIAL START-UP

6. NORMAL START-UP 6.1 SUMMARY OF FEED TO UNIT 6.2 FINAL PREPARATIONS 6.3 STREAMING PRODUCTS 6.4 NORMAL OPERATION 6.5 ALTERNATIVE OPERATION

7. NORMAL SHUTDOWN

8. EMERGENCY SHUTDOWN PROCEDURES 8.1 GENERAL EMERGENCY SHUTDOWN 8.2 POWER FAILURE 8.3 STEAM FAILURE 8.4 INSTRUMENT AIR FAILURE 8.5 NITROGEN FAILURE 8.6 MECHANICAL FAILURE

9. SAFETY EQUIPMENT AND PROCEDURES 9.1 PRESSURE SAFETY DEVICES 9.2 ALARM SETTINGS 9.3 TRIP SETTINGS 9.4 TRIP SYSTEM CHART 9.5 CAUSE AND EFFECT DIAGRAMS 9.6 MATERIAL HAZARD DATA SHEETS 9.7 SAFEGUARDING MEMORANDUM

10. INSTRUMENT DATA

VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) April 2007 DUNG QUAT REFINERY Rev. : A OPERATING MANUAL Chapter : -


11. SUMMARY OF MAJOR EQUIPMENT 11.1 EQUIPMENT LIST 11.2 PUMPS 11.4 OTHER VENDOR INFORMATION

12. ANALYSIS

13. PROCESS CONTROL 13.1 DISTRIBUTED CONTROL SYSTEM (DCS) 13.2 INSTRUMENTED PROTECTIVE SYSTEM (IPS) AND SAFEGUARDING SYSTEMS 13.3 CONTROL CENTRE 13.4 OTHER SPECIFICATIONS

14. DRAWINGS 14.1 PLOT PLANS 14.2 PROCESS FLOW DIAGRAM 14.3 PIPING AND INSTRUMENTATION DIAGRAMS 14.4 OTHER DRAWINGS

VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) April 2007 DUNG QUAT REFINERY Rev. : A OPERATING MANUAL Chapter : 1


1. BASIS OF DESIGN 1.1 DUTY OF PLANT

1.1.1 DESCRIPTION OF UNIT

The Jetty is located in Dung Quat Bay, approximately 2km west of Product Tankage, which in turn is located approximately 5 km north of the Refinery The Jetty Topsides facility includes the loading arms, MOVs, ESD valves as well as other facilities including custody transfer flow meters and oily water collection and disposal systems.

1.1.2 DESIGN CODES/STANDARDS

The design of Jetty Topside complies with relevant guidelines/recommendations published by the following organizations:

International Maritime Organisation (IMO)

Oil Companies International Marine Forum (OCIMF) International Safety Guide for Oil Tankers and Terminals (ISGOTT)

1.1.3 PRODUCTS HANDLED AT BERTHS

The Jetty Topside facilities are designed to receive products by pipelines from Product Tankage and to load the products into ocean and coastal carriers at the respective berths. The table below shows distribution of products regularly exported at the Ocean and Coastal Berths.

(*) Mogas 92/95 rundown and export facilities may also be used for Full-range Naphtha (FRN) export. At Refinery start-up, diesel oil will be imported via the SPM (unit 82) and LPG will be imported via the jetty. Fuel Oil will not be imported via the Jetty. Bunkering Fuel Oil is available at each berth via hose connections, when there is no Fuel Oil loading.

1.1.4 BERTH OCCUPANCY, NUMBER OF BERTHS REQUIRED

The time that a vessel occupies a berth includes the service time taken to approach the berth, tie up, connect loading arms, de-ballasting (for fuel oil tankers only), complete paperwork, detach loading arms, untie and leave the berth. The Ocean Berths are designed to handle vessels in the range 15,000 to 30,000 DWT and Coastal Berths are designed to handle vessels in the range 1,000 to 2,000 DWT for LPG and Propylene, and in the range 3,000 to 5,000 DWT for the other products.

Product Product Tankage to Ocean Berths

Product Tankage to Coastal Berths

Propylene No Yes LPG No Yes Mogas92/95/ FRN(*) Yes Yes Mogas 90 Yes Yes Jet A1/Kerosene No Yes Auto Diesel Yes Yes Fuel Oil Bunkering only Yes



The berth occupancy is calculated based on the number of parcels per year taking into account berth outage due to bad weather. A berth with the occupancy of 55% is considered to be optimally loaded. In practice if the berth occupancy is significantly higher than 55% (i.e. 60% to 70%), there is a risk of congestion at the berth or berths, resulting in vessel being delayed and demurrage charges being incurred. Hence in determining the number of berths required, target berth occupancy of 55% has been used. Outage of 8 days due to bad weather has been accounted for the coastal berths only. In the design case 75% of the Mogas and Auto Diesel are exported via the ocean berths, and the remaining 25 % being exported via the coastal berths. 100% of Propylene, LPG, Jet A1/Kerosene and Fuel Oil are exported via coastal berths. A 4 hour service time has been considered for Mogas, Auto Diesel, JetA1/Kerosene, LPG and propylene exported via Coastal Berths. For Fuel Oil exported via coastal berths the service time is 7 hours. For Mogas and Auto Diesel exported via ocean berths the service time of 8 hours has been considered. The table in the following page gives berth occupancy for this Design Case. The table demonstrates the following:

Export by ocean tankers requires two Ocean Berths. The total occupancy of the two Ocean Berths is maximum 39.0 % and minimum 19.5 %;

Export from Coastal Berths by tankers of minimal and maximum DWT both require 4 berths, with a total maximum occupancy of 43% and a minimum of 31%.

Six product berths in total are provided:

Berths 1 and 2 are ocean berths intended to handle ocean carriers. Berths 3, 4, 5 and 6 are coastal berths intended to handle coastal carriers.

The service time and calculated time indicated in the tables are based on assumptions only and subject to change depending on actual operating philosophy and local port regulations.



Product Production Rate

Design through-put (tonnes) Name Specific Gravity

Daily Annual

Propylene 0.522 462 168630

LPG 0.576 1,099 401135

MG 92/95 0.749 3,122 1139530

MG 90 0.725 5,135 1874275

Jet A1/ Kerosene 0.775 1,223 446395

AutoDiesel 0.832 9,041 3299965

Fuel Oil 0.885 1,135 414,275

Coastal TankerStay Time (hours/tanker) Coastal Berths Occupancy

Parcel Size (Dwt)

Loading Rate

(m3/h)

Service Time (h)

Calculated Time (h)

Fraction of Production

Number Of Ships

Occupancy % Calculated

Max Min Max Min Max Min Max Min Min Max Min Max

Propylene 2000 1000 400 400 4 4 9.0 7.25 1.00 162 248 17.0 21.0

LPG 2000 1000 400 400 4 4 9.0 7.25 1.00 348 536 36.6 45.3

MG 92/95 5000 3000 750 750 4 4 12.5 9.1 0.25 60 100 8.7 10.6

MG 90 5000 3000 750 750 4 4 12.7 9.2 0.25 99 164 14.7 17.7

Jet A1/ Kerosene 5000 3000 700 700 4 4 12.8 9.3 1.00 94 157 14.0 16.9

AutoDiesel 5000 3000 700 700 4 4 12.2 8.9 0.25 174 289 24.6 30.0

Fuel Oil 5000 3000 700 700 7 7 14.7 11.6 1.00 87 145 14.9 19.7

1 Berth 130.5 161.3

Average of 4 Berths 32.6 40.3

Berths 5 & 6: LPG, Propylene & FO 34.2 43.0

Coastal Berths Occupancy Rate Berths 3, 4, 5 and 6

Berths 3 & 4: MOGAS, ADO, Jet A1 31.0 37.6

Basic Design Data

Tanker/Berths Ocean Coastal

Annual Op Hours 8,760 8,568

Days/Year 365 357

Hours/Day 24 24

Tanker Pay Load as

Fraction of DWT 0.95 0.95

m3/DWT for LPG/Propylene

1,000 DWT - 1.3

2,000 DWT - 1

Ocean Tanker Stay Time (Hours/Tanker) Ocean Berth Occupancy

Parcel Size (Dwt) Loading

Rate (m3/h) Service Time (h)

Calculated time (h)

Fraction of Production

Number Of Ships

Occupancy % Calculated

Max Min Max Min Max Min Max Min Min Max Min Max MG

92/95 30,000 15,000 3000 1500 8 8 20.7 20.7 0.75 30 60.0 7.1 14.2

MG 90 30,000 15,000 3000 1500 8 8 21.1 21.1 0.75 49 99 11.9 23.8

ADO 30000 15,000 2800 1400 8 8 20.2 20.2 0.75 87 174 20.1 40.1

1 Berth 39.0 78.0

Ocean Berth Occupancy Rate

Berth #1 and #2 2 Berths, #1 & #2 19.5 39.0



1.1.5 LOADING ARMS

Dedicated loading arms are provided for the following products: LPG Propylene MOGAS Auto Diesel Jet A1/Kerosene Fuel Oil

Ballast water from fuel oil ships only will be discharged via the Fuel Oil loading arm. The number of dedicated loading arms is as follows:

Berth # Mogas Jet A1/ Kerosene Auto Diesel LPG Propylene Fuel Oil 1 2 - 2 - - - 2 2 - 2 - - - 3 1 1 2 - - - 4 2 1 1 - - - 5 - - - 1 1 - 6 - - - 1 Note (1) 1

Note 1: A crossover is provided to allow Propylene to be exported from the LPG loading arm in case berth 5 would be unavailable. The two loading arms on berth 3 for Auto Diesel, and the two on berth 4 for Mogas will offer: - additional flexibility : a single ship can be loaded at twice one loading arm rate; - Loading arm availability: in case of a loading arm could be out of service.

Space is also provided on each berth for the future addition of one loading arm and/or vapour recovery system. Space is also provided for future product header installation.

1.1.6 LOADING ARM DIAMETERS

Diameters of the product loading arms are determined accounting for the following:

Loading (pumping) rates were determined based on the following: the ocean tankers of 15,000 DWT to 30,000 DWT to be loaded with MOGAS and Auto Diesel in not more than 14 hours. Loading of coastal vessels up to 5,000 DWT will take not more than 10 hours.

Requirements of p.7.4 of "International Safety Guide for Oil Tankers and Terminals" (ISGOTT) specify 7m/s as safe flow rate in the loading arms and vessels on-board pipelines.

Hose connection flange for bunkering Fuel Oil are 4NB size.

Ocean Berths 1,2 Coastal Berths 3,4 Coastal Berths 5, 6 Product

No. of loading arms NB

No. of loadingarms NB

No. of loading arms NB

MOGAS 4 12 3 10 - - Auto Diesel 4 12 3 10 - - Jet A1 /Kerosene - - 2 10 - - LPG - - - - 2 10 (L) / 6 (V)Propylene - - - - 1 10 (L) / 6 (V)Fuel Oil - - - - 1 12



1.1.7 LOADING HEADERS

A single common product header serves each product supplied to ocean and coastal berth loading arms from Product Tankage. Six berths are grouped in three pairs of berths. In order to ensure safe and flexible loading operation, and minimize potential of products contamination, products allocation to Berths is provided as follows: Three headers are routed to Ocean Berths 1 and 2 for the following products: Mogas 92/95 Mogas 90 Auto Diesel Four headers are routed to Coastal Berths 3 and 4 for the following products: Mogas 92/95 Mogas 90 Auto Diesel Jet A1/ Kerosene Three headers are routed to Coastal Berths 5 and 6 for the following products: Propylene LPG Fuel Oil. Each product pipeline has an isolation MOV installed close to each loading arm. Downstream of the custody meters, each product has a loading manifold that is common for a pair of berths. Each manifold is provided with adequate number of MOVs to ensure proper segregation and isolation between the berths. Bunker Fuel is available at each Berth via hose connections; bunkering is intended to be done only when there is no fuel oil loading in berth 6. Each LPG and Propylene loading arm includes connection to dedicated vapour return lines as a 'piggyback' design (one LPG line connected to LPG spheres, one Propylene line connected to Propylene spheres). A pressure gauge in the vapour return pipelines is provided to record the pressure on the ship during loading. An orifice flow assembly (senior or equivalent) that is part of the LPG and propylene custody metering skids is provided in each of the vapour return line that will measure the vapour return flow from the ship. The custody meter flow computer calculates the instantaneous and total mass flow rate and subtracts from the main loading flow meter to get the actual loaded mass flow. Each LPG and Propylene loading arm is provided with an emergency release coupling, for remote disconnection of the loading arms from the vessel in an emergency. All other loading arms are provided with quick-release couplings. For clearing LPG and Propylene liquid arms, tanker vapor is re-circulated from higher pressure tank to lower pressure tank via vapor / liquid loading arm and jump-over line. Thus, no vessels for recovering products are required. Each product loading arm manifold, other than LPG and Propylene, are provided with two dedicated loading arm stripping pumps one for each berth, which pump the contents of the loading arm and loading arm manifold into outboard section of the appropriate loading arm when pumping from storage is completed. As there is no multiple product loading arm, draining of manifolds and loading arms is not required in normal operations.



1.1.8 EMERGENCY SHUTDOWN VALVES On each LPG export pipeline, each Propylene export pipeline and on the LPG and Propylene Vapour Return pipelines, two ESD valves are provided on-shore close to the Jetty foot, and two ESD valves are provided at each Berth located a minimum of 70m from the Berth. On each product pipeline (other than LPG and Propylene) one ESD valve is provided on-shore close to the Jetty foot, and one ESD valve is provided at the Berth, located not less than 70m from the Berth. All ESD valves are pneumatically actuated tight shut-off ball valves.

1.1.9 CUSTODY METERS

Transfer of all products exported via the Berths is measured by custody transfer flow meter. The following pipelines are equipped with custody transfer flowmeters.

Product Custody Flow Meter in Pipeline to:

Propylene Berth 5 LPG Berths 5, 6

Mogas/FRN Berths 1, 2 (2) Mogas Berths 3, 4 (2)

Jet A1/Kerosene Berths 3, 4 Auto Diesel Berths 1, 2 (2) Auto Diesel Berths 3, 4 (2)

Fuel Oil Berth 6

The products custody transfer meters and compact provers are located as close to the point of loading as possible. The flow meter for measuring the small vapour return flow from each vessel loading LPG or Propylene shall be an orifice flow assembly (type senior or equivalent) with temperature and pressure correction. Instantaneous and total mass flowrate shall be calculated.

Compact meter provers will be used for each group of product as follows:

LPG Propylene Mogas and ADO (Ocean loading), Mogas and ADO (Coastal loading) Jet A1/Kerosene (Coastal Loading) Fuel Oil.

Each of the provers listed above is provided with a warehouse spare. Likewise, seven spare custody meters are kept in the warehouse.

1.1.10 FLOW CONTROL

Downstream of each of the custody transfer flow meters, there is a flow control valve, which is part of the custody metering system. This valve will be used to ramp up and ramp down the loading rate at the start and end of each loading operation. In accordance with SIGTTO and ISGOTT requirements, at start loading phase, the linear flow velocity shall not exceed 1 m/sec. The flow control signal shall be supplied from the appropriate custody transfer flowmeter.

1.1.11 HEAT TRACING OF FUEL OIL

To ensure that the Fuel Oil export pipelines and associated facilities can be left static in between parcels during outage periods, electric heat tracing of the fuel oil pipelines is provided.



1.1.12 SURGE ALLEVIATION The design of the export systems takes into account overpressure due to high surge pressures arising from, for example, closure of an ESD valve (either an ESD valve on-board a vessel or an ESD valve located in the Jetty Topsides).

A pressure surge Analysis was performed in order to provide safe facilities, by optimization of

ESD Valves Closure time, Pumps pressure and Pipes size. 1.1.13 UTILITY SYSTEMS 1.1.13.1 POTABLE WATER

Potable water is piped to the JCC and substation-10 and for distribution to safety showers and utility stations within the Jetty area from the water supply system of Product Tankage. At each Berth there is a hose connection to supply and meter potable water supplied to the vessel at the Berth.

1.1.13.2 NITROGEN

Nitrogen is supplied to Jetty Topsides by pipeline from Product Tankage. A nitrogen receiver is located onshore in the vicinity of the Jetty foot that provides buffering capacity to meet the demand during short-term periods of high flow (e.g., when LPG loading arms are blown down).

1.1.13.3 INSTRUMENT AIR

Instrument air is supplied to Jetty Topsides by pipeline from Product Tankage. An instrument air receiver is located onshore in the vicinity of the Jetty foot that provides buffering capacity for safe operation of the pneumatic ESD valves.

1.2 FEED CHARACTERISTICS

Refer to Chapter-1, section 1.2 in the operating manual of Unit-052

1.3 PRODUCT SPECIFICATION

Refer to Chapter-1, section 1.3 in the operating manual of Unit-052.

1.4 MATERIAL BALANCE

Refer to the PFDs attached in chapter-14.



1.5 BATTERY LIMIT CONDITIONS

Product Destination Flow Rate (m3/h) Pressure at Ship Connection, kg/cm2g Mogas 92/95 Berth 1/2 3000 1.5 Mogas 92/95 Berth 3/4 750 1.5 Mogas 90 Berth 1/2 3000 1.5 Mogas 90 Berth 3/4 750 1.5 ADO Berth 1/2 2800 1.5 ADO Berth 3/4 700 1.5 Jet A1/Kerosene Berth 3/4 700 1.5 Fuel Oil Berth 5/6 700 1.5 LPG (Note 1) Berth 5/6 400 10.1 LPG Vapour (Note 1) Berth 5/6 4522kg/h 8.0 Propylene (Note 2) Berth 5 400 20.1 Propylene Vapour (Note 2)

Berth 5 10823kg/h 18.0

Notes: 1. For LPG, the pressure at ship inlet depends on the vapour pressure corresponding to the

actual composition and temperature. The values given are based on an LPG composition of 60 mol% C4s and 40 mol% C3s supplied to the ship at 40C

2. Propylene liquid and vapour conditions are based on a supply temperature of 40C.

1.6 DESIGN FEATURES

Emergency Release System for LPG and Propylene Loading Arms LPG and propylene loading arms in berths 5 and 6 are provided with emergency release system (ERS) in accordance with the OCIMF recommendations. The ERS is a hydraulically operated system that comprises of an emergency release coupling (ERC) between two ball valves mounted in the vertical leg of the triple swivel assembly. A mechanical interlock through the double acting hydraulic cylinder prevents ERC operation before complete closure of both the ball valves. A hydraulic interlock prevents accidental operation of the ERC during parking or manoeuvring mode of the loading arm. Piggy-back Vapor return system on LPG and Propylene service During the loading of LPG and Propylene, vapour return arms in piggy-back style are connected to the ship in order to transfer displaced vapours. The liquid loading arm is equipped with a smaller diameter line mounted piggy-back for transfer of vapour. This smaller line is also equipped with an ERS and the hydraulic system is designed to ensure that the smaller line is uncoupled at the same time the main loading ERS is uncoupled. Heat Tracing of LPG and Propylene vapour return lines In order to prevent condensation of the LPG and propylene vapour in the return lines, continuous electric heat tracing, maintained at 40C, is provided from the loading arm (vapour return arm) up to the product tankage area battery limit. Within the product tankage area, steam tracing is provided.

Advanced Process Control (for tanks inventory management) through OMS system

Each product loading line is provided with dedicated custody meters, dedicated operating and spare loading arms and dedicated loading lines. Downstream of each custody meter, there are several loading manifolds which are segregated by a number of MOVs before it is led to the respective loading arms. Proper selection of the loading manifold, opening only the required



MOVs and closing the other MOVs is a prerequisite to ensure that there is no spillage or misloading and that the correct loading is executed. Likewise, the two grades of Mogas and Auto diesel share a common prover and line-up of the MOVs from the correct meter to the common prover is a prerequisite to ensure a proper proving operation. The line-up of the MOVs in the jetty area for executing a ship loading movement and meter proving is under the control of the Oil Movement and Storage System (OMS). The OMS minimizes the risk of errors in the field such as misloading and undetected leaks. The OMS system enhances the basic controls implemented by the DCS by providing advanced supervisory and control functions.

Advanced Process Control (for product despatch) through Terminal Automation System

The marine loading operations are controlled by the Terminal Automation System (TAS). TAS is web-based client-server software used to automate the operations within the terminal for marine loading by interfacing with the refinerys MIS for despatch order management, the OMS system for executing the despatch orders, DCS and ESD systems. The main functions of the TAS is to control the auto start-stop of the loading pumps, control the initial, peak and final loading rates through the custody metering systems, berth allocation for ships, compute the actual quantity loaded for comparison with target quantity, capture and download the meter prover K-factor, and generate the loading reports on a periodical basis. Like the OMS system, the TAS enhances the basic controls implemented by the DCS by providing advanced supervisory and control functions.

1.7 GAS AND LIQUID EFFLUENTS 1.7.1 EFFLUENT, SLOPS AND BALLAST WATER

Effluents/slops from Jetty Topsides and from vessels at the Berths are segregated and handled as follows. Rain water from canopy above the custody transfer flowmeter shed is classified as clean water and will be discharged directly to the sea. Facilities are provided at Berth 6 to off-load and meter ballast water from vessels transporting Fuel Oil. Using the vessel on-board pumps via the Fuel Oil loading arm, ballast water will be pumped directly to the ballast water tanks at Product Tankage for treatment.

1.7.2 SLOP OIL

At the Jetty area, oily slops are generated during maintenance in the vicinity of the loading arms and custody transfer flow meters. These oily slops are routed via dedicated line to the oily water drum located in each berth and pumped out into the ballast water pipeline. Each drum is provided with a dedicated vertical submersible pump.

1.7.3 OILY SURFACE WATER (OWS)

All OWS from berth areas are routed through a separate collection header to the oily water drum located in each berth and pumped out into the ballast water pipeline. Each drum is provided with a dedicated vertical submersible pump.



2. DESCRIPTION OF PROCESS

The jetty is located in Dung Quat Bay, approximately 2 km from the product tank farm. The jetty topsides facilities include the loading arms, custody transfer flow meters, MOVs, ESD valves, drums, etc., as well as other facilities.

The Jetty Topside facilities are designed to receive products by pipelines from the product tankage and to load the products into vessels at the ocean and coastal berths. A single common product supply header for each product serves to supply the ocean and coastal berths. There are six berths, of which two (berths 1 & 2) are designed for handling ocean carriers and four (berths 3, 4, 5 & 6) are designed for handling smaller coastal carriers.

The table below shows distribution of products for the six berths.

2.1 LOADING ARMS AND CUSTODY METERS The loading arms provided in each berth are as follows:

Berth # MOGAS Auto Diesel Jet A1/ Kerosene LPG Propylene Fuel Oil

1 LA-8111

LA-8112

LA-8113

LA-8114

2 LA-8121

LA-8122

LA-8123

LA-8124

3 LA-8134 LA-8133

LA-8135 LA-8131

4 LA-8144

LA-8145 LA-8143 LA-8141

5 LA-8152 LA-8151

6 LA-8162 Note (1) LA-8161

Note: 1. A crossover has been provided to allow propylene to be exported from the LPG loading arm in berth 6 (LA-8162) in case berth 5 is unavailable.

Each LPG or propylene loading arm includes connection to dedicated vapour return lines as a 'piggyback' design (one LPG vapour line connected to LPG spheres, one propylene vapour line connected to propylene spheres).

Product Product tank farm to Ocean Berths

Product tank farm to Coastal Berths

Mogas 92/95 Yes (Berth 1 / 2) Yes (Berth 3 / 4) Mogas 90 Yes (Berth 1 / 2) Yes (Berth 3 / 4)

Auto Diesel Yes (Berth 1 / 2) Yes (Berth 3 / 4) Jet A1/Kerosene No Yes (Berth 3 / 4)

LPG No Yes (Berth 5 / 6) Propylene No Yes (Berth 5) Fuel Oil Bunkering only Yes (Berth 6)



Each LPG and Propylene loading arm has an emergency release coupling, for remote disconnection of the loading arms from the vessel in an emergency. All other loading arms have quick-release couplings.

Measurement of all products exported via the berths is by custody transfer flow meters. The number of custody metering skids for each berth is as follows:


1 2

A-8115 A-8116

A-8119 A-8120

3 4

A-8117 A-8118

A-8121 A-8122

A-8123

5 A-8127 6

A-8125 A-8130

The available custody meter prover skids are as follows:


1 2

A-8150

3 4

A-8151 A-8155

5 A-8154 6

A-8153 A-8130

All products loaded are measured in temperature compensated net volumes by the respective custody transfer meters. Bunkering lines is provided at each berth to load bunker fuel to ship via flexible hose, when there is no fuel oil loading in berth-6.

All MOV line-up is done by the OMS prior to commencement of loading operations. Ship loading pumps in the product tank farm are automatically started and stopped based on loading demand (loading rate) by TAS.

2.2 SLOPS AND OILY WATER COLLECTION

Oily surface water is routed by gravity through an underground line into the Oily and Surface Water Collection Drum (D-8110A/B/C/D/E/F). Drains from custody meters, bunker hoses and TSV discharges are routed through the separate light slop oil (LSO) header to the same drums. There is one drum in each berth, located at the end of the berths near the berthing dolphin. From the drums, oily water is pumped out by the pump P-8110A/B/C/D/E/F into the ballast water tank located in the product tankage area. The oily water pump is automatically started by the level controller when a preset high level (below the LAH) is reached and automatically stopped when the preset low level (above the LAL) is reached.

2.3 LOADING ARM STRIPPING

For all liquid products (namely, Mogas, ADO, JetA1/Kerosene and Fuel Oil), after completion of loading operation, the remaining liquid in the loading arm and in the line up to the loading arm isolation MOV are pumped out into the ship via outboard section of the appropriate loading arm. An electric motor driven loading arm stripping pump is provided for this purpose in each berth



(P-8122 for berth-1; P-8123 for berth-2; P-8120 for berth-3; P-8121 for berth-4; P-8119 for berth-5 and P-8118 is a common spare). The loading arm stripping pumps are progressing cavity type (helical gear), and have an in-built automatic stop facility when there is no liquid to pump and running dry. The suction and discharge connections to the loading arm are done by hoses that are supplied with each pump. The pumps are mounted on a trolley to facilitate movement within the berth area. All the pumps are compatible for any of the liquid products mentioned above.

2.4 UTILITY SYSTEMS

Instrument air, nitrogen and potable water are the only utilities required in the jetty and these are supplied by pipeline from the product tank farm. Instrument air is mainly used for the pneumatically actuated ESD valves and flow control valves (in the custody meters and bunkering lines). An Instrument Air receiver (D-8124) that acts as a buffer vessel is provided for instrument air receiving and storage. The capacity of the Instrument Air receiver can supply instrument air for up to 36 minutes in the event of loss of supply from the product tank farm. The D-8124 is located onshore close to the jetty foot. Nitrogen is mainly used in the utility stations for purging and pressure testing of the LPG and propylene loading arms when required. Nitrogen is also used to pressurize the hydraulic accumulator of the LPG and propylene loading arms ERS; which is a rare requirement and typically done once in 6 months. A nitrogen receiver (D-8123) that acts as a buffer vessel is provided for nitrogen receiving and storage. The drum D-8123 is located onshore close to the jetty foot. Potable water is directly supplied to the users (utility stations, eye-washes and safety showers) and for loading to ship. Potable water that is loaded to the ship is metered by turbine type water meters. One meter is provided for each berth, which has two local readings one indication for volume flown for each loading batch (which can be reset) and another for cumulative indication of total volume loaded (which is normally not reset and can be used for any inventory reconciliation).



3. DESCRIPTION OF UNIT CONTROL 3.1 DESCRIPTION OF FLOW WITH CONTROLS

Jetty Topsides Area Control and Shutdown Philosophy (8474L-081-CN-0008-001) will be inserted. Ship loading Operating Philosophy (8474L-081-CN-0008-002) will be inserted. Loading Arm Control System Description (8474L-081-A3501-4026-051-001) will be inserted Operation and Maintenance Manual of the OMS system (8474L-500-A5015-1518-007-106) will be inserted. Operation and Maintenance Manual of the TAS (8474L-500-A5016-1515-008-108) will be inserted.

3.2 OPERATING CONDITIONS

Refer to the following jetty topsides process flow diagrams attached in Chapter-14. 8474L-PFD-0010-001 8474L-PFD-0010-002 8474L-PFD-0010-003 8474L-PFD-0010-004

3.3 PROCESS VARIABLES Refer in section 3.1, Ship loading Operating Philosophy (8474L-081-CN-0008-002, under the sections 4.2, 5.2 and 6.2.1) for details on operational process variables for ship loading.



4. UTILITY, CHEMICAL AND CATALYST REQUIREMENT 4.1 UTILITY CONSUMPTION

The following utilities supplied to the Jetty from the product tankage area:

(i) Instrument Air (for pneumatically actuated ESD valves, control valves and utility stations)

(ii) Nitrogen (for utility stations and purging prior to maintenance) (iii) Potable Water (for ship loading, eye-wash and safety showers and utility

stations) (iv) Electric Power

Refer to Estimated Utility Consumption (8474L-081-CN-0003-001) to be attached.

4.2 CHEMICAL CONSUMPTION

There is no chemical and catalyst requirement for Unit 081 for the products.



5. PREPARATION FOR INITIAL START-UP Refer to Pre-commissioning Procedures Series 8474L-000-PP-9XX.



6. NORMAL START-UP 6.1 SUMMARY OF FEED TO UNIT

GENERAL NOTE: This operating manual (and chapter-6 in particular) will only cover all operations starting from loading arm connecting to ship, through loading operations and up to disconnection of the loading arm. This operating manual will not contain any details related to basic port operations i.e. navigation system operations, berth allotment procedures, pre-loading and post-loading survey operations, ship-shore compatibility checks, ship-shore safety checks, berthing, mooring operations, normal and emergency deberthing operations, and emergency spill response operations. 6.2 FINAL PREPARATIONS

This procedure describes in general terms the steps to be followed for placing the unit on stream. The exact sequence of events depends on the flow scheme of the particular loading line. However, the following steps must be completed before the start-up. 1. All unnecessary blinds removed. (Blind list to be elaborated on site by the

commissioning team). 2. All relief valves are tested and installed. 3. The sewers are in service. 4. All instruments and control systems are ready for service. 5. Electrical substation SS10 & 10A energized and ready to supply power. 6. Jetty Control Room energized and ready for operations. 7. Ensure that electrical tracing for fuel oil line and Custody Transfer Meter is online. 8. Ensure that electrical tracing for LPG and propylene vapor return line is online. 9. Ensure that loading arm stripping pumps and relevant hoses are available.

Coastal Ships Berth 5, 6

Product Tankage Unit 052

Jetty Topsides Unit 081

MO

GA

S

MO

GA

S 9

0

AU

TO D

IES

EL

FUE

L O

IL

JET

A1/

KE

RO

SE

NE

LPG

PR

OP

YLE

NE

Coastal Ships Berth 3, 4

Ocean Ships Berth 1, 2

MO

GA

S

MO

GA

S 9

0

AU

TO D

IES

EL

MO

GA

S

MO

GA

S 9

0

AU

TO D

IES

EL

FUE

L O

IL

LPG

PR

OP

YLE

NE

JET

A1/

KE

RO

SE

NE

Refer to section 1.1.5 for number of loading arms for each product in each berth



10. Fire fighting facilities ready for service. 11. All safety equipment available.

6.3 STREAMING PRODUCTS

1. Complete the activities listed in Section 6.2. 2. Ensure that Custody Transfer Meter is reset to zero and ready to be put in operation. 3. Ensure that loading area is ready; loading arm hydraulic power unit is energized and arm

is ready for operation. 4. The Oil Movement and Storage System (OMS) will perform the necessary lineup. 5. Coordinate with all relevant parties involved in the product transfer. 6. Upon starting the loading and while operating the system, check if there are any leaks in

the piping and instruments. 7. Ensure that bleed valves in the diverter MOVs of all the custody metering system is

always in closed position. 8. Ensure that electrical heat tracing is switched on for the fuel oil line, fuel oil custody

meter and prover and the LPG and propylene vapour return lines if not already done as per section 6.2.

6.4 NORMAL OPERATION

The ship loading operations are normally controlled from the Jetty Control Centre (JCC) located on-shore close to the jetty-foot. The design of the control system also allows the operations to be controlled from the Satellite Control Centre (SCC) which is located in the product tank farm i.e the graphic display of the DCS, OMS and TAS are provided in the JCC and the SCC. It is recommended that the loading operations be controlled from the JCC for ease of communication and coordination with the jetty field operator(s). The loading arm operation and controls have to essentially be done only from the field using the loading arm control panel (or the Jetty Head Console) provided in each berth in order to ensure that the loading arms are securely connected to the ship and also constantly monitor the loading operations for the entire duration. Therefore loading arm operation and controls are not provided in the DCS (or control room). However, general fault alarms and ESD alarms from the loading arms will be available in the DCS.

6.4.1 SHIP LOADING OPERATIONS

Before loading a bulk barge/coaster it should be inspected by a responsible person to ensure that the ship compartments and on-board pipelines are suitable and in fit condition for loading the product. If the tanks of the vessel are not clean and dry, or if the vessel is to be topped up, the product already on board should be carefully checked to ensure that it is on-specification and similar to the product to be loaded. For Jet A1/ Kerosene loading, strict precautions must be taken. The general procedure for product loading is as follows. 1. The refinerys planner/scheduler issues ship loading orders to OMS/TAS. 2. The marine system operator and TAS operator assign the berth to the ship. 3. TAS operator assigns the loading arm after communication with DCS/OMS operator. 4. TAS operator ensures that the MOVs on berth end on product lines are in closed position. 5. Agree the grades to be loaded with the responsible ship's officer. 6. Invite the ship's officer to witness the meter reading. 7. Jetty Topside operator/marine system operator connects the assigned loading arms. 8. Ensure that loading arm is correctly connected to the ship's manifold by the ship's crew

jointly with shore personnel. 9. Jetty Topside field operator validates through Operator Interface Terminal (OIT) that the loading

arm is connected and is ready. TAS secures connection of loading arms and this information is made available to OMS.

10. TAS operator instructs the DCS/OMS operator to start line-up for the loading movement.



11. DCS/OMS operator selects the source tank and by acknowledging the selected loading arm, the line up is done accordingly by OMS.

12. When the line up is correct, OMS sends a message Line up is ready to TAS. 13. If the OMS system is not available, then a manual line-up of the MOVs has to be done. Refer to

Control and Shutdown philosophy document (8474L-081-CN-0008-001, under section 4.2) attached in chapter-3. Full details of which MOVs and manual valves are to be open and which MOVs and manual valves are to be closed for each product loading to the respective berths is provided in this document.

14. The line-up will not be complete if: i) There are any active ESD signals (or any previous ESD signal that is not reset). ii) Any path valve is not fully open and/or any isolation valve is not fully closed (realized

by open/close limit switch position of the appropriate XVs/MOVs). iii) Open/close position of any manual valves is not validated in the OMS

15. When the line up is ready, the respective ship loading pumps are started by the start command from TAS.

16. TAS controls the flow rate through custody metering systems according to ship loading profile. 17. Based on the totalized flow of the respective product custody meter(s), when the required or

target loading volume is reached, TAS automatically stops the respective loading pumps, sends out close out message to OMS and passes the information on net loaded volume to OMS. In case of ocean carrier loading, the totalized flow is the summation of two parallel custody meters.

18. Alternately when the ship's crew advise that loading is almost complete, the operator will have to remote stop the loading pumps (e.g. when a compartment changeover is required in the ships by interrupting the loading)

19. Upon completion of loading operation, OMS will close-out the movement by closing all the key valves (flow blocking element) in the path.

20. Empty the liquid product loading arms (namely, Mogas, Diesel, Jet A1/Kerosene and fuel oil) using the loading arm stripping pump before disconnecting the loading arms from the ship (refer to section 6.4.6)

21. Empty the LPG and propylene loading arms into the respective vapour return lines (refer to section 6.4.7)

Sampling Requirements

Since each product has a dedicated pipeline it can be shown conclusively that no

contamination could have occurred within the shore pipeline system. Therefore the shore tank sample is acceptable.

An average sample should be obtained from each shore tank used for loading. When a particular grade is to be loaded from more than one shore tank, a composite sample should be made by blending the samples from individual shore tanks in the ratio of the quantities to be loaded from them.

6.4.2 LOADING ARM OPERATION

For loading arm operations and controls, refer to operating manuals and control system description of the loading arm attached in Chapter-3.

6.4.3 OMS AND TAS FUNCTIONS IN SHIP LOADING OPERATIONS:

For details regarding OMS and TAS functions and its operating guidelines, refer to operation and maintenance manuals of the OMS and TAS attached in Chapter-3.



6.4.4 METER PROVING

For Berth 1 and 2, there is a common meter prover (A-8150) for Mogas 90, Mogas 92/95 and Auto Diesel. For Berth 3 and 4, there is a common meter prover (A-8151) for Mogas 90, Mogas 92/95 and Auto Diesel. There is a dedicated meter prover for Jet A1/Kerosene (A-8155). For Berth 5 and 6, there are dedicated meter provers for LPG (A-8153), Propylene (A-8154) and Fuel Oil (A-8152) There steps for meter proving are as follows: 1. Coordinate with all relevant parties involved in the proving. 2. The Oil Movement and Storage System (OMS) will perform the necessary lineup of

MOVs between the meter and the prover. 3. After proving, TAS captures the k-factor which can then be downloaded to the appropriate

meter flow computer by authorized personnel.

6.4.5 FUEL OIL BUNKERING

Fuel oil bunkering is done using hose connections and can be done at all berths. Simultaneous fuel oil loading in berth-6 and bunkering in any other berth is not envisaged in the system design. Bunkering can be done only as a standalone operation when there is no fuel oil loading to ship in berth-6. Bunker fuel measurement is done by using the flow meter and totalizer provided for each berth finger. 1. Coordinate with all relevant parties involved in the loading of bunker fuel. 2. Ensure that electrical tracing for fuel oil line is online. 3. Connect the 4 flexible hose from the ship to the bunkering line.

A crane or pulley may be needed for this operation (most ships have one)

4. Before starting the loading bunker fuel ensure that the manual valve on the bunkering

line is open (this valve is normally kept closed). 5. Take the initial reading of the flow totalizer FQIC-006 (Berth 1, 2), FQIC-005 (Berth 3, 4),

FQIC-004 (Berth 5, 6). 6. Inform to operator in JCC that line-up is complete, so that fuel oil ship loading pump can

be started.

The maximum expected loading rate for bunker fuel in each berth is 100m3/h 7. After bunkering, take the flow totalizer reading again and compute the loaded volume.

Drain the hose as much as possible before disconnection via the slops collection network to the oily water drum in the respective berth. If necessary, use the loading arm stripping pump to empty the bunkering hose. Close the manual valve upstream of the bunker flow meter.

6.4.6 LOADING ARM STRIPPING

In order to have a dry break before disconnection of the loading arm after loading, loading arms with Quick Connect Disconnect Coupler (QCDC) only are provided with loading arm stripping pumps (i.e. for Mogas, Auto Diesel, Jet A1/Kerosene and Fuel Oil). This is not applicable for loading arms with Emergency Release System (ERS), namely, LPG and Propylene arms in berths 5 and 6. From the low point at the base of the loading arm riser the liquid is pumped into the ship via the outboard section of the loading arm. One pump is provided in each berth (P-8119, P-8120, P-8121, P-8122 and P-8123) except Berth 5. P-8118 is a common spare.



1. Push the trolley mounted pump near the loading arm to be emptied. 2. Connect the inlet of the pump to the 2 flange connection at the bottom of the riser via

flexible hose. 3. Connect the outlet of the pump to the 2 flange connection at the outboard arm via

flexible hose. 4. Open the 2 gate valves at the inlet and outlet of the pump. 5. Connect the pump power cable to the power socket and energize it to start the pump. 6. The pump has a facility for automatically stopping when there is no ore liquid to be

pumped out (i.e. when stripping is complete). 7. De-energize the pump and remove the power socket. 8. Close the valves at the inlet and outlet of the pump. 9. Disconnect the flexible hoses. 10. Disconnect the loading arm from the ship and bring it to parked/stowed position. 11. Insert the metal plate on the QCDC to keep the loading arms outlet covered.

6.4.7 LPG AND PROPYLENE LOADING ARM EMPTYING

LPG and propylene loading arms are not provided with stripping pumps. Subject to facilities available in the ship tanker, for clearing LPG and Propylene liquid arms, tanker vapor is re-circulated from higher pressure tank to lower pressure tank via vapor / liquid loading arm and jump-over line. If such facilities are not available in the ship, then the following steps need to be carried out to empty the inboard and outboard sections of the loading arm:

1. After completion of loading, the upper ERS ball valve should be closed (using the push button provided in the loading arm control panel). This valve should remain closed at all times when the loading arm is not connected to the ship.

2. Open the drain valve provided in the outboard section so that the small portion of liquid downstream of the ERS valve drains out into the spill tank/trough in the ships deck.

3. Open the drain valve at the base of the loading arm riser so that the loading arm contents can drain into the vapour return line. A jump-over line is provided for this purpose.

4. Disconnect the loading arm from the ship and bring it to parked/stowed position. 5. Insert the metal plate on the QCDC to keep the loading arms outlet covered. 6. Close the drain valves at the riser base and the outboard section of the loading arm.

6.4.8 BALLAST WATER TRANSFER

Deballasting of ballast water from fuel oil ships only is done via LA-8161. Ballast water is transferred using the on board pump to the ballast water tank in Product Tankage. Deballasting is done prior to fuel oil loading. 1. Coordinate with all relevant parties involved in the loading. 2. Operator action is required to line-up the respective MOVs i.e. close MOV-024 and the

downstream manual valve on fuel oil loading line. Open MOV-025 and its upstream isolation manual valve on ballast water unloading line.

3. Operator to ensure the manual valves to the ballast water line is open and to the fuel oil line is closed

THE EXPECTED DEBALLASTING RATE IS 700m3/h. IT IS RECOMMENDED THAT SLOPS AND OILY WATER IS NOT TRANSFERRED FROM JETTY TOPSIDES TO PRODUCT TANKAGE WHEN DEBALLASTING IS DONE, OR DEBALLASTING FLOWRATE WILL HAVE TO BE REDUCED ACCORDINGLY.

4. Take the initial totalizer reading for FQI-003. 5. Wait for confirmation from operator in SCC that line-up is complete and inform ship

personnel to start unloading of ballast water.



The design pressure of the ballast water line is 16.8kg/cm2g at 65C. It is recommended to ensure the maximum discharge pressure at ships pump before deballasting operation and if required advice ship personnel to regulate the pressure accordingly.

6. After unloading of ballast water is complete, take the reading of FQI-003 again and

compute volume unloaded. 7. Close the manual valve on the ship and purge the line contents towards 12-BW-

810039-A1Q9-NI using the 2 Utility connection with potable water. 8. Close MOV-025 and its upstream manual valve. 9. Return the line-up to normal (i.e. open the manual valve and MOV-024 on the fuel oil

line). 10. Inform control room operator when deballasting operation is finished so that preparation

for fuel oil loading can be started.

6.4.9 SLOPS AND OILY WATER TRANSFER

Slops and oily water collected in D-8110A/B/C/D/E/F is transferred using the oily water pump (P-8110A/B/C/D/E/F) and via the ballast water line to the ballast water tanks in Product Tankage area. The pumps have an auto start-stop facility. The pumps will auto-start and auto-stop at a preset level. A DCS alarm is activated at LAH if the pump has failed to start and operator intervention is required to manually start the pump and/or investigate the reasons for failure. A DCS alarm is activated at LAL if the pump has failed to stop and operator intervention is required to manually stop the pump and/or investigate the reasons for failure. Following are the level settings for the oily water drum:

Berth No. Drum Tag No. Pump Tag

No. Pump Auto

Start at Pump Auto

Stop at LAH LAL

1 D-8110A P-8110A 470 mm 200 mm 600 mm 150 mm 2 D-8110B P-8110B 470 mm 200 mm 600 mm 150 mm 3 D-8110C P-8110C 475 mm 225 mm 600 mm 175 mm 4 D-8110D P-8110D 475 mm 225 mm 600 mm 175 mm 5 D-8110E P-8110E 475 mm 225 mm 600 mm 175 mm 6 D-8110F P-8110F 475 mm 225 mm 600 mm 175 mm

6.5 ALTERNATIVE OPERATION

LPG UNLOADING FROM SHIP

LPG is imported via Berth 6 for refinery startup. (Also refer to operating manual of Unit-052, in section 6.6) 1. Complete the activities listed in section 6.2 and 6.3. 2. Coordinate with all relevant parties involved in the LPG receipt. 3. Complete the line-up by connecting the loading arm to the ship, opening of manual

valves in the line adjacent to the loading arm. 4. Ensure that the MOVs in the LPG custody meter are closed and open the manual valve

in the custody meter by-pass line after reversing the spectacle blind to open position. 5. When line-up is complete in the Jetty area, wait for confirmation of line-up from the

product tank farm operator. 6. Upon getting the confirmation, coordinate with the ship crew to start unloading of LPG at

a low flow rate using the ships pump(s). 7. Since the LPG line will be empty and contain only inert gas (nitrogen), during initial filling

the flow rate has to be slow enough to avoid rapid reduction in the line temperature. Close coordination between Jetty operator and ship side personnel is required to achieve the low flow rate. If required, the manual valve in the unloading line adjacent to the loading arm may be throttled to adjust the flow rate.



8. Observe for any sweating or ice formation in the LPG line. If it is present, reduce the unloading rate.

9. Coordinate with the product tank farm operator and coordinate with the ship crew to gradually increase the flow rate.

10. The product tank farm operator will inform when the level in the tank is above the LALL and the sphere temperature is close to the flowing (or ambient) temperature, after which normal filling rate can be resorted to. Coordinate with ship crew for increasing the flow rate (max. unloading rate shall not exceed 400m3/h)

11. Upon starting the receipt of LPG and during the operation, check if There are any leaks in the loading arm and involved piping The pressure gauge and pressure transmitter are working correctly.

12. After unloading, close the manual valves on the custody meter by-pass line, close the loading arm isolation MOVs and disconnect the loading arm.

13. Repeat steps 1 to 6 and 9 to 12 if a subsequent unloading is to be done. 14. After completion of all unloading operations, close the manual valves on the custody

meter by-pass line and reverse the spectacle blind to close position. 15. The OMS and TAS systems may not be available for monitoring this unloading

operation. Hence close vigilance and supervision is required throughout the unloading operation.

16. For the unloading operation, there will be no vapour return from the sphere (as a check valve is provided in the vapour return header near the sphere in the product tank farm). Nevertheless, the vapour return arm shall still remain connected to the ship so that loading arm operation and controls are not affected. Since all spheres are connected by a common vapour balance header, and the ships tanks will also have a common vapour balance line, the unavailability of vapour return from shore to ship is not expected to have any detrimental effects on either side (ship or shore side).



7. NORMAL SHUTDOWN Each time loading of any product is completed the TAS will automatically stop the respective loading pump(s). For all liquid products (namely, Mogas, ADO, JetA1 and Fuel Oil), prior to disconnection of the loading arm, the contents are emptied out to the ship by using the loading arm stripping pump. The stripping pump is trolley mounted to be able to move within the berth area and one pump is provided for each berth. Refer to chapter-6 section 6.4.5 for details on operation of the loading arm stripping pump. When the loading arm is disconnected from the ship, the loading arms isolation MOV will be closed via the ESD interlock. After disconnection of the loading arm it is stowed in the parked position and the hydraulic power unit is stopped by the field operator. By nature of the design and as per OCIMF recommendations, the loading arms are designed to permit easy in situ inspection, maintenance and replacement of vital swivel and structural components (namely the mechanical seals and bearings) without having to dismantle major sections of the loading arm. Normally, there is no maintenance required in the loading arm other than periodic lubrication of the swivels and structural bearings, and by design and construction the lubrication can be done without dismantling the arms. However, in case of any major maintenance that requires a positive isolation of the loading arms, the same can be achieved by dismantling the piece of pipe between the loading arm and the isolation MOV and installing a blind flange at the isolation MOV. A drain connection is provided at the base of the loading arm riser which can be used to drain the liquid in the section of pipe prior to dismantling.



8. EMERGENCY SHUTDOWN PROCEDURES 8.1 GENERAL EMERGENCY SHUTDOWN

The general emergency shutdown is broadly classified into two categories:

1) Local ESD of the individual berth 2) Total ESD of the entire jetty

This principle of categorizing the ESD activation will help in not causing a simultaneous surge load on all the jetty topsides piping. Refer to the Cause and Effect Charts (8474L-081-DW-1514-201) attached in Chapter 9.

8.1.1 Local ESD of individual berth The local ESD of the individual berth can be activated by any of the following causes:

i) ESD pushbutton activation from the field (one ESD PB per berth) ii) Confirmed fire detection in the berth (for berths 1, 2, 3, 4) iii) Confirmed fire or gas detection in berth (berths 5 and 6) iv) Loading Arm excess angle alarm (apex or slew angle) v) QCDC limit switch not closed during freewheeling mode vi) ESD push button activation from the loading arm control panel or pendant box vii) Low-low pressure in hydraulic oil circuit (only for LPG and propylene loading arms

in berths 5 and 6) Any of the above causes will result in tripping the respective ship loading pumps and closing the jetty ESD valve and loading arm isolation MOV of the respective loading line. The loading arms ESD signals are hardwired to the loading arm PLC, which in turn is also hardwired to the plant ESD system. The not closed position of the loading arm isolation MOV is used as an input (or permissive) by the ESD logic to selectively trip only the particular loading line. The ESD pushbutton activation from the berth and/or confirmed fire/gas detection in the berths will result in the following effects:

ESD Signal from Effects Berth 1 or 2 1. If the Mogas loading arm(s) isolation MOV is open, trip Mogas 92/95 or Mogas

90 ship loading pumps whichever is feeding berth 1 or 2 (the not closed position of the jetty ESD valve in Mogas 92/95 or Mogas 90 line is used as a permissive to trip the particular pump that is feeding the berth) and close the respective ESD valve XV-083 on Mogas 92/95 or XV-080 on Mogas 90 line.

2. If the ADO loading arm(s) isolation MOV is open, trip ADO ship loading pumps and close the ESD valve XV-086 on the ADO line.

3. Close the Mogas loading arms isolation MOVs (MOV-095 & MOV-100 if the signal is from berth-1; MOV-109 & MOV-112 if the signal is from berth-2)

4. Close Diesel loading arms isolation MOVs (MOV-102 & MOV-105 if the signal is from berth-1; MOV-115 & MOV-117 if the signal is from berth-2).

5. Close the bunkering flow control valve FV-006 for berth 1 / 2 6. Generates BERTH-1 ESD or BERTH-2 ESD alarm in the ADP of SCC and

JCC depending from which berth the ESD signal is activated. Berth 3 or 4 1. If the Mogas loading arm(s) isolation MOV is open, trip Mogas 92/95 or Mogas

90 ship loading pump whichever is feeding berth 3 or 4 (the not closed position of the jetty ESD valve in Mogas 92/95 or Mogas 90 line is used as a permissive to trip the particular pump that is feeding the berth) and close the respective ESD valve XV-046 on Mogas 92/95 or XV-043 on Mogas 90 line.

2. If the ADO loading arm(s) isolation MOV is open, trip ADO ship loading pump and close the ESD valve XV-049 on the ADO line.

3. If the Jet A1 loading arm isolation MOV is open, trip Jet A1/Kerosene ship loading pump and close the ESD valve XV-042 on the Jet A1/ Kerosene line.

4. Close the Mogas loading arms isolation MOVs (MOV-064 if the signal is from



berth-3; MOV-076 & MOV-078 if the signal is from berth-4) 5. Close Diesel loading arms isolation MOVs (MOV-060 & MOV-062 if the signal

is from berth-3; MOV-073 if the signal is from berth-4). 6. Close Jet A1 loading arms isolation MOV (MOV-057 if the signal is from berth-

3 and MOV-071 if the signal is from berth-4) 7. Close the bunkering flow control valve FV-005 for berth 3 / 4 8. Generates BERTH-3 ESD or BERTH-4 ESD alarm in the ADP of SCC and

JCC depending from which berth the ESD signal is activated. Berth 5 1. If the LPG loading arm isolation MOV is open, trip LPG ship loading pumps

and close the ESD valves XV- 026 & XV-027on the liquid line and XV- 030 & XV-031on vapor line.

2. If the propylene loading arm isolation MOV is open, trip Propylene ship loading pumps and close the ESD valves XV-032 & XV-040 on the liquid line and XV-034 & XV-040 on vapor line.

3. Close the LPG arm isolation MOVs (MOV-038 & MOV-039) 4. Close Propylene loading arms isolation MOVs (MOV-036 & MOV-037). 5. Close the bunkering flow control valve FV-004 for berth 5 / 6 6. Generates BERTH-5 ESD alarm in the ADP of SCC and JCC.

Berth 6 1. If the LPG loading arm isolation MOV is open, trip LPG ship loading pumps and close the ESD valves XV- 026 & XV-027on the liquid line and XV- 030 & XV-031on vapor line.

2. If the fuel oil loading arm isolation MOV is open, trip Fuel Oil ship loading pump and close the ESD valve XV-035 on the fuel oil line.

3. Close the LPG loading arms isolation MOVs (MOV-028 & MOV-029) 4. Close Fuel oil loading arm isolation MOVs (MOV-024 & MOV-025). 5. Close the bunkering flow control valve FV-004 for berth 5 / 6 6. Generates BERTH-6 ESD alarm in the ADP of SCC and JCC.

The table below lists the actions that will be performed when there is an ESD signal from the loading arms.

Causes Effect

1. Loading Arm excess angle alarm (apex or slew angle) 2. ESD push button activation from the loading arm control panel or pendant box 3. QCDC Limit Switch not closed during freewheeling mode.

1. Trips the respective ship loading pumps that is currently feeding the berth (Mogas 92/95, Mogas 90, ADO pumps if the signal is from the respective loading arm in berth 1 or 2 or 3 or 4; JetA1/Kerosene pumps if the signal is from Jet A1 loading arm in berth 3 or 4; LPG or propylene pumps if the signal is from the respective loading arm in berth 5 or 6 and fuel oil pumps if the signal is from fuel oil loading arm in berth 6) 2. Closes the jetty ESD valve to the respective berths. (Jetty ESD valve on each product line is common to a pair of berths) 3. Closes the respective loading arm isolation MOV

4. Loading arm not connected to ship 1. Close the respective loading arm isolation MOV. 5. Low-low pressure in hydraulic oil circuit (only for LPG and propylene loading arms in berths 5 and 6)

1. Trips the respective ship loading pump (LPG or propylene) that is currently feeding the berth. 2. Closes the jetty ESD valve to the berth 5/6 3. Closes the respective loading arm isolation MOV

The LPG and Propylene loading arms are provided with Emergency Release System (ERS). Activation of ERS to close the loading arms valves and disconnection of loading arm from the ship is an ESD-2 action within the loading arm PLC. Activation of ERS can be caused due to excess angle trip alarms (2nd stage alarms for apex and slew angles) or by ESD-2 pushbutton from the Jetty Head Console of the loading arm. This ESD-2 action will also generate loading arm ESD signal resulting in tripping of respective loading pumps and closing jetty ESD valves (on liquid and vapour line). For more details refer to Loading Arm Control System Description (8474L-081-A3501-4026-051-001) in chapter-3.



8.1.2 Total ESD of the Jetty Total ESD of the jetty will occur under the following conditions:

1) Power failure in the jetty (SS-10 failure) 2) Low-low pressure of the Instrument Air header.

These two causes will result in total shutdown which is to close all the onshore ESD valves on all the product lines and vapour return lines and trip all the ship loading pumps at one stroke. All bunkering operations will also be stopped due to the above causes.

8.2 POWER FAILURE

Power failure will results in total shutdown of all loading operation 8.3 STEAM FAILURE

There is no steam usage in the jetty area. Therefore, steam failure is not applicable. 8.4 INSTRUMENT AIR FAILURE

Low-low pressure in instrument air receiver D-8124 will result in total shutdown of all loading operation. Three pressure transmitters are provided in the instrument air line with a 2-out-of-3 voting system to activate the ESD logic.

8.5 NITROGEN FAILURE

Nitrogen is only used for purging and in utility stations. Hence, nitrogen failure has no major consequence that will require an emergency shutdown.

8.6 MECHANICAL FAILURE

Loading arms do not have moving parts and generally do not require much maintenance. Moreover, all loading arms are adequately spared (except fuel oil loading arm). Custody transfer meter for Mogas and Auto Diesel are spared. The design of the jetty also provides the flexibility for many loading scenarios. So, mechanical failure has no major consequence.



9. SAFETY EQUIPMENT AND PROCEDURES 9.1 PRESSURE SAFETY DEVICES

The following pressure safety devices are provided. PSV Tag No. Location Set Pressure

kg/cm2G Relieving to Relief

scenario Operating/ Spare

PSV-041 D-8124 10.2 Atmosphere Fire 1 / 0 PSV-040 D-8123 11.7 Atmosphere Fire 1 / 0

Adequate thermal relief valves are provided in all the loading headers and loading manifolds. The discharge from the thermal relief valves in LPG and propylene service are routed to the vapour return header. The discharge from the thermal relief valves of other services are routed via an open funnel to the slops collection header leading to the oily water drum in the respective berths. Refer to TSV and PSV Datasheets generated by InTools to be attached.

9.2 ALARM SETTINGS Refer to I/O list of Unit-081 extracted from 8474L-600-NM-1511-002 to be attached

9.3 TRIP SETTINGS Refer to I/O list attached in section 9.2

9.4 TRIP SYSTEM CHART Refer to I/O list attached in section 9.2 Refer to Cause and Effect Diagram attached in section 9.5

9.5 CAUSE AND EFFECT DIAGRAMS Refer to Cause and Effect Diagram (8474L-081-DW-1514-201) to be attached

9.6 MATERIAL HAZARD DATA SHEETS

Since all products that are handled are mixtures of liquid hydrocarbon, there are no applicable Material Safety Data Sheets for this unit.

9.7 SAFEGUARDING MEMORANDUM

The Hazard and Operability Study (HAZOP) was conducted to identify all potential risks that could result in unsafe conditions and safeguards. The design and plot plan have been developed based on the international and Vietnamese regulations listed in the Basic Engineering Design Data (8474L-000-PP-204).

9.7.1 Introduction The transfer of hazardous materials between ship and shore during loading depends on the effective operation of a number of systems which include:

(1) mooring system; (2) loading arms; (3) pumping system.

Some hazards of shipshore transfer are:

(1) ship movement;



(2) leakage; (3) overfilling; (4) overpressure; (5) pressure surge.

The mooring system is provided so that motion of the ship is minimal and ship does not break away during transfer.

The jetty loading systems have been designed to prevent and/or mitigate the potential hazards like leakage, pressure surge, and fire in the berths, overfilling or overpressure of tanks. The ESD systems are designed taking into consideration the consequence of the potential hazards mentioned above. The ESD trip system is designed such that the loading operation can be shut-off quickly in the event of a potential for any of the hazardous scenario. The generation of surge pressures on closing of an ESD valve is a vital consideration in transfer systems as transfer rates may have to be reduced to avoid excessive surge pressures generated by rapid valve closure. From surge calculations the Effective (optimum) Valve Closure Time has been established, being the period over which a given ESD valve reduces the flow from 90 % of its steady state to zero at the design flow rates. For ESD valves in LPG and propylene service the closing time is 5 seconds regardless of the size, whilst for ESD valves in other fluid service the average closing time is optimized to minimize the potential impact of surge pressure. The design pressure specified for the piping system has an adequate margin over the maximum transient pressure due to surge at maximum loading rates, and the ESD valve closing time and characteristics have been optimized to minimize the potential risk of surge pressure. Therefore it is concluded that surge protection equipment is not required for any of the loading lines. The closing of the ship side ESD valve due to overfilling or overpressure while the ship loading pumps are continuing to run (against a dead-head) is also considered in the surge analysis with a criteria of linear characteristic ESD valves, 24 seconds valve closing time for liquid product carriers (2 sec per inch-dia for ocean carriers and 3 sec per inch-dia for coastal carriers) and 5 seconds valve closing time, regardless of its size, for liquefied gas carriers (LPG and propylene). The International Maritime Organisation (IMO) Code requires ship manifold valves to close within 30 seconds of initiation of the shutdown. As the response/signal time is included in the quoted 30 seconds, a long response time can result in a short valve closure time. Since the ships on-board piping and valve sizes can vary from ship to ship, the total closing time of ship side ESD valve will also vary. Therefore, for all vessels loaded from this terminal, it is recommended to verify the closing time of the ship side ESD valves prior to commencement of loading operation (i.e. during a shipshore safety check or compatibility check) and ensure that the total closing time is not lower than 24 seconds. If the closing time of the ship ESD valve is too rapid, the closing time needs to be increased to min. 24 seconds. If the closing time cannot be adjusted, the loading rate has to be reduced to prevent surge pressures exceeding the design pressures of the shore and/or the ship's piping systems. It is recommended that any transfer operation should be well planned and there need to be sufficient personnel available on ship and on shore throughout the loading operation. There should be good communication between ship and shore and the principal tasks of the transfer operation should be well coordinated.

One ESD pushbutton is provided for each berth close to the exit route walkway near the operator shelter. Fire detectors are provided in each berth for berths 1, 2, 3 and 4. Fire and gas detectors are provided in each berth for berths 5 and 6 as these berths are intended for loading liquefied gas products namely LPG and propylene.



9.7.2 Emergency Shutdown Systems General Description

The marine loading terminals Emergency Shutdown (ESD) system has been developed to minimize potential risks during the transfer of petroleum products and liquefied gases during ship loading operations. On each product pipeline (other than LPG and Propylene) one ESD valve is provided on-shore close to the Jetty foot, and one ESD valve is provided at the Berth, located not less than 70m from the Berth. On LPG and Propylene export pipeline and on the LPG and Propylene Vapour Return pipelines, two ESD valves are provided on-shore close to the Jetty foot, and two ESD valves are provided at each Berth located a minimum of 70m from the Berth.

All the twenty loading arms are equipped with hydraulically operated Quick-Connect-Disconnect Coupler (QCDC). The two LPG loading arms and one propylene loading arm are equipped with Emergency Release System (ERS), which is mandatory as per OCIMF requirements. For other liquid product loading arms the ERS is not essential as this is a well protected harbour, where ships can be securely moored with minimal impact of wind, tide and current, and surge from other ship movements in the vicinity is not a problem. For all the twenty loading arms, the opening of the QCDC is interlocked with the loading arm isolation MOV (via ESD system) to prevent accidental spillage.

For LPG and propylene loading systems, because of the large volumes of flammable vapours formed in case of liquid spillage and the high liquid transfer rates, all the emergency scenarios envisaged at the ship/shore interface require an initial action to stop the transfer operation in a quick, safe and controlled manner. Two levels/stages of ESD action are therefore envisaged for the LPG and propylene loading systems. In the first level of ESD (or ESD-1), the ESD valves located in the individual berths shall close and the respective transfer (loading) pumps shall stop when there is an emergency situation in the respective berth (namely, fire or gas detection, ESD pushbutton activation from berth 5 or 6, ESD pushbutton activation from loading arm control panel or pendant box, loading arm excess angle pre-alarm and low-low pressure of hydraulic oil in the ERS). The second level of ESD (or ESD-2) will be activated only in the event of a ship drifting away too far from the loading berth (say during a storm in the sea and/or when the wind speed exceeds the safe limit for loading arms to remain connected). When the ship moves beyond the design envelope of the loading arm(s), the loading arm excess angle trip alarm is activated and the ESD-2 is initiated which results in rapid closure of the ERS valves followed by rapid and automatic disconnection of the loading arm from the ship. The total time for ERS valve closing and disconnection of loading arm is 8 seconds. The loading arm excess angle pre-alarm sensor and trip-alarm sensor are built on 2-out-of-2 logic implying that ESD-1 is positively initiated prior to ESD-2 activation. By this way, the loading pumps would have already tripped and ESD valves also already closed prior to or at the same time when ESD-2 is initiated. The ESD-2 can also be manually initiated by the pushbutton provided in the loading arm control panel. Due to potential source of spurious trips that can be caused by mechanical failure and/or human error, it is not necessary to initiate an ESD-2 action manually from the ship. Therefore, ESD-2 pushbutton is not provided in the pendant box. However, ESD-1 can be initiated manually from the ship through the pendant box that will be put aboard a ship along with each loading arm prior to commencement of transfer operations

Other than LPG and propylene, all the other 17 loading arms are equipped only with a QCDC (no ERS mechanism) and therefore have only one level of ESD. The hydraulic control system operating the loading arm ERS has a pressure retention capability of 3 hours in the event of power failure.



Reset of ESD Depending on the type of ESD action, whenever initiated, either one or more or all the loading operation(s) is stopped. After analyzing the root cause for the ESD initiation and after checking that all the necessary corrective actions have been implemented, the reset of the ESD is done manually by the operator. Once the reset is done, the operator can initiate the OMS to perform a final check for line-up of product movement prior to resuming the loading operations. Since the OMS allows the operator to restart after a shutdown while keeping it associated to the same movement order, the inventory reconciliation can still be performed by the OMS/TAS.

9.7.3 ESD-1, First Stage Emergency Shutdown System

The ESD-1 (First Stage Emergency Shutdown System) shuts down the transfer operation in a quick, safe and controlled manner so as to prevent or minimise the potential release of hydrocarbon product, liquefied gas or vapour in the event of an emergency. This is achieved by closing of the ESD-1 valves located near the berth and simultaneous tripping of the respective loading pumps.

ESD-1 Initiation At all berths ESD-1 can be initiated: - MANUALLY by means of push buttons (in the respective berths or loading arm control panel

or pendant box) - AUTOMATICALLY by means of (emergency) alarm signals received from the loading arms

and/or fire/gas detectors and act to close ESD valves at the respective berth and trip the respective pumps in the transfer system.

The ESD-1 system is designed to allow transfer to be restarted with minimum delay after corrective action has been taken.

ESD-1 System components The ESD-1 system comprises of:

(i) ESD valves installed in each of the liquid and vapour lines (ii) Pushbuttons installed at strategic locations in the berth area (iii) A pendant box which will be put aboard a ship prior to commencement of transfer operations (as there will be no direct ship/shore communication link) (iv) ESD logic control system.

ESD-1 Action The initiation of an ESD-1 will: (i) Close the ESD valves in the respective berth. (The ship ESD valves are expected to close within such time as is permissible in accordance with the IMO codes and consistent with acceptable surge pressures at agreed maximum pumping rates) (ii) Trip the respective shore transfer pumps; (iii) Close the loading arm isolation MOV.

ESD Valves ESD valves installed as part of the ESD system are remotely operable, fail-safe, tight shut-off, pneumatically actuated ball valves. Ball valves are used for ESD service in view of their relatively smooth closure characteristic in comparison with other types of valve.

Loading Arm isolation MOV's Each loading arm is provided with motor operated valves as primary isolation at the connection to each product loading manifold (upstream of the loading arms). These 'Loading MOV's are fitted with limit switches to indicate when the valves are in the 'closed' and 'not closed' position, which is a vital input (or permissive) for activating an ESD logic.



NOTES: 1) It should be noted that opening of the loading arm isolation MOV will only be possible if the

mode selection switch is in the 'Free-wheeling' position, i.e. when the arm is connected to a ship and the QCDC limit switch close confirmation is available. An ESD interlock is provided to this effect.

2) When the mode selection switch of the loading arm is put in the 'Parking/manoeuvring' position (i.e. the loading arm is not connected to the ship and/or QCDC limit switch close position is not available) the Loading arm isolation MOV will be closed via ESD interlock.

9.7.4 ESD-2, Second Stage Emergency Shutdown System

The purpose of ESD-2 (Second Stage Emergency Shutdown) system for LPG and propylene service is to uncouple the loading arm quickly (typically within 8 seconds; 5 seconds to close the ERS valve and 3 seconds for uncoupling) with minimal spillage in an emergency when the ship or loading arm/s are at risk.

The ESD-2 shutdown is initiated: - MANUALLY by means of push button in the loading arm control panel - AUTOMATICALLY by the activation of excess angle (apex or slew angle) trip alarm when the ship moves beyond the design envelope of the loading arm. The ERS is activated when there is potential for damage to the loading arms or the ship due to ship drift under adverse weather or current conditions (like wind, tide). Accidental manual initiation and/or uncoupling of the ERC during maneuvering of the loading arm is inhibited by logic interlocks within the loading arm PLC.

ESD-2 System components The ESD-2 system comprises: (i) The Emergency Release System (ERS) for LPG and Propylene loading arms (for both liquid and vapour return arms). (ii) The ESD-2 logic control system in the loading arm PLC.

The ERS comprises of the following: (i) Emergency Release Coupling (ERC) in liquid and vapour arms (ii) Two isolation valves (i.e. the ERS valves), one upstream and one downstream of the ERC. The ERS valves are ball valves, and by design of the hydraulic oil circuit and logic system complete closure of the ERS valves is ensured before the loading arm is uncoupled.

ESD-2 Action The initiation of an ESD-2 will: (i) Automatically close both isolating valves of the ERS on LPG and propylene loading arms (liquid and vapour) (ii) Automatically uncouple the loading arm after the ERS isolation valves have been closed Loading arm excess angle alarms To safeguard the loading arm when connected to a ship that is drifting away, it has to be uncoupled before it reaches its mechanical limit line (i.e. exceeds the design operating envelope). The ESD actions are initiated by proximity switches detecting the apex angle and slew angle which are preset as follows: (i) Pre-alarm: A proximity switch is set to initiate a pre-alarm (1st stage over reach) and

ESD-1 when the loading arm is at 2.5 metres before the design limit line of the mechanical reach of the loading arm.

(ii) Trip Alarm: If the loading arm is further extended beyond the pre-alarm setting to a position that is 2.0 metres (2nd stage over reach) before the design limit line of the mechanical reach, an ESD-2 action shall be initiated.

For loading arms without ERS, there is only one level of excess angle alarm, which is set at a position that is 2.0 metres before the design limit line of the loading arms mechanical reach.



Safeguards to prevent accidental activation of ESD-2 Since the weight of the end section of the loading arm together with its ERS valve is substantial, additional safeguards are required to prevent accidental uncoupling (with associated safety hazards) occurring when the arm is parked or being maneuvered (i.e. not connected to the ship's manifold). The following provisions are therefore be included: (i) The push buttons for manual ESD-2 initiation are provided with a protective cover in the

loading arm control panel. (ii) The loading arm control system provides an adequate interlock to prevent accidental

activation of the ERS during maneuvering mode i.e. solenoid valves with a 2oo3 voting system is provided such that 2 of them need to get deenergised before ERS activation can occur. If during maneuvering mode, the loading arms pre-alarm (1st stage overreach alarm) is activated, the interlocking system will inhibit further forward movement by closing the respective solenoid valve in the hydraulic oil loop and hydraulic oil pressure will not be available for further forward movement until the arm is retracted back to safe position.

9.7.5 Total Emergency Shut Down of the Jetty

Total shut down of the entire jetty can be activated due to either of the following two causes: (i) Low-low pressure of the instrument air header (ii) Local power failure (i.e. failure in substation 10) Either of the causes mentioned above will result in closing all the onshore ESD valves on all the product lines and vapour return lines and trip all the ship loading pumps at one stroke. All bunkering operations will also be stopped due to the above causes by closing of the bunkering flow control valves via ESD inte

8474l-081-ml-001-a

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