tas handbook final booklet - hindustan petroleum

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Introduction HPCL has taken many pioneering initiatives as part of its commitment to “Quality and Quantity” and “Operational Excellence”. Terminal Automation System (TAS) is one such initiative taken to improve operational effectiveness at locations. As of date, Terminal Automation System (TAS) has been implemented / under implementation at more than 50 Terminal / Depots and further implementation is planned at balance locations in a phased manner. Terminal Automation System is real time controlling and monitoring of Terminal operations like product receipt, storage and despatch by Tank Trucks including the fire fighting facilities. The key benefits that can be derived from Terminal Automation System include: • Increased safety and security • Q and Q assurance • Improved efficiency of processes • Ease of operations • Better MIS • Better utilization of manpower.

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Overview of Terminal Automation System: Terminal Automation System (TAS) is a centralized System used for real time controlling and monitoring of Terminal operations like product receipt, storage and dispatch by Tank Trucks. The System can be extended for product dispatch by Tank Wagons. TAS also controls and monitors the firefighting facilities and is a very important Management Information System tool. Terminal Automation System is a Supervisory Data Management and Control System that consist of data acquisition hardware like Electronic Metering System, Data Base servers, Computer Terminals, Card Readers, etc., The following schematic illustrates the typical TAS hierarchy:

TAS LAYERS

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Typically, TAS comprises of two or three layers, each layer handling certain functions. Top Layer: This is the Supervisory level. This layer consists of Servers primarily the TAS Server known as Loading Rack Control Servers (LRCS) which carries out higher level functions viz. monitoring and controlling the Terminal operations, communication with all the TAS equipment, instruments and field devices, database management, querying and report generation, access control etc. This layer also includes Gateway server which allows LRCS to communicate with the Centralized ERP Server. Middle Layer: This layer controls the logic based operations and processes viz., Product Pump operation, Fire Engine Operation, Gate Barrier operation, MOV Controls, Emergency Shutdown valve control, Alarms and Events, etc., This layer consists of Programmable Logic Controller (PLC) or Distributed Control System (DCS) Field Layer: This layer consists of equipment which measures various parameters and transmits the same to the Top/middle layer. This layer includes various field equipment like Batch controllers, Tank Farm Equipment, header line equipment, Gate Barrier etc., which continuously communicates with the Top/Middle layer as per the System Architecture.

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Advantages of Terminal Automation System Terminal Automation System provides various advantages to the user. The Key benefits of TAS are

� Real Time Host interface: TAS System is a slave to the Host (JDE) System. TAS is interfaced with JDE system on real time basis. TAS, being the Slave System, will allow only the task authorised by the JDE System to be carried out. TTs can enter the Terminal only when authorised by the JDE System.

� Operational Safety: Safety in operation is enhanced through automated operations due to various interlocks provided in TAS. Some Key interlocks available in TAS are :

o Earthing Interlock: T/T filling will not start unless the T/T is earthed properly. In case the T/T earthing connection is lost during loading, T/T loading will stop immediately at that moment.

o Low initial and final flow: TAS restricts the flow rate at the start and before of the batch to meet the velocity requirement, thus avoiding product splashing and generation of static electricity

o Hi, Lo alarm : TAS gives alarm to the user to take urgent action in case the levels in tanks reach the High level, low level.

o Hi-Hi, Lo-Lo alarm: TAS activates interlocks and emergency safe

actions in case the levels in tanks reach the high-high level and low-low level.

• Interlocks

o The batch controllers monitor the safety interlocks associated with it (i.e. Earth interlock healthiness, position sensor healthiness) and send the same to LRC.

o Logic continuously monitors for high (HI) level of the tank. Once high (HI) level reaches, a message will be displayed on the OIC screen

o ESD is not activated. o Tank Level shall not be low (LO), in case of dispatch mode tank o Receipt MOV shall be closed in case of dispatch mode tank

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o Tank Level shall not be low (LO) for inter tank dispatch of the

tank & level shall not be high (HI) for inter tank receipt of the tank in case of recirculation mode

o Tank is not selected for any other operation in case of recirculation mode

o Any other tank is not selected for this operation in the same product group

Apart from the above interlocks, Automation System can allow instantaneous activation of the fire engine pump during fire emergency from any corner of the premises through the strategically positioned manual call points and provide required pressure and flow of fire water.

� Product Inventory Management: TAS on real time basis monitors the

sale through each and every loading point and at the same time change in stock level of the storage tanks. The Gantry Automation and the Tank Farm Automation as a whole provides complete product inventory management solution.

� Accurate Measurement: The equipment provided in TAS enables measurement of product with higher precision, accuracy and repeatability. Electronic Measurement System measures the product delivered with accuracy of +/-0.05% or better. Radar Gauges are provided with intrinsic accuracy of +/-1 mm. Temperature sensor are provided with accuracy of +/- 0.25 Deg C. Pressure Transmitters are provided on the Tanks for calculating product density within 0.5% of the measured density and Online densitometers are provided on the header line which gives product density being loaded in the T/Ts with accuracy of 0.5 Kg/m3or better.

� Reduced Human Intervention: Automation enables only minimum human interface in the entire operation cycle which help in minimising human errors and results in more accurate and consistent measurement of products filled in Tank Trucks before they leave the Terminal.

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� Know your Control Room

System Architecture

As shown in the System Architecture, there are two different networks. One is TAS network where all the TAS machines are connected and the other is HPCL network where ERP is operated. ERP-TAS communication is done through Gateway server where interface program i.e. daemon is running and is the only machine which is connected to both HPCL as well as the TAS network. The relationship between ERP and TAS is based on Master-Slave concept, ERP being the master. The System Architecture/Status screen is dynamic i.e. real time healthiness of the System will be available on this screen.

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Generally, TAS comprises of four Server Grade machines and four Client Machines.

System Components:

A. Server Grade Machines

� Load Rack Control Servers (LRCS):

LRCS is the Master and Controls the Terminal Automation System. Two LRCS are provided in the Hot standby mode. At any given point of time, one is “Master” and the other is “Slave”. In case of failure of “Master” LRCS, “Slave” LRCS will take over the control seamlessly i.e. without affecting the operation or data loss. All operations like Bay allocation, Batch execution, validations, monitoring of safety interlocks, generation of MIS, recording of all transactions, database management etc., are done by LRCS. Both these LRCS shall be switched on 24×7 basis.

� Gateway Server (GWS) Gateway server is the Interface Server for communication between TAS and ERP. It is the only machine which is connected to both the TAS and HPCL network. Two Gateway server Machines are provided in redundant mode.

B. Client Machines All these machines are clients to LRCS. Although they are designated to perform different operations like TFMS function/TTES function/Engineering function as given below, for better flexibility and ease of operation. They are designed to perform all the client machine functions

� Tank Truck Entry System(TTES):

This machine is provided in the Planning room. It is operated by the planning officer for performing operations like Truck authorisation, Bay allocation, Card assignment, FAN generation etc., and data transfer to JDE.

� Operator Interface Computer (OIC) :

This Client Machine is assigned for Operator to monitor and control the operations as per his privileges.

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� Tank Farm Management System (TFMS) :

This Client Machine is assigned to monitor all Tank farm related parameters like gross level, water level, temperature, Density and also calculate Volumes as configured.

� Engineering Station (ES) This Client Machine is assigned to perform various Engineering operations like PLC program downloads etc.

Apart from the Servers and Client Machines, Control Room is also equipped with various Panels which house the PLC, Networking panel etc.,

The TAS server could be viewed as the brain of the automation system since it contains knowledge and intelligence about the process. The TAS server takes the responsibility of processing the data to draw conclusions out of it and then accordingly, takes some intelligent pre-programmed actions. At the very basic level TAS server can do calculations on the process data and find out certain abnormal conditions in the process, and can also execute sequenced operations on the equipment. TAS server is connected with field devices using various communication channels and intelligent electronic devices like Communication Interface unit (CIU), Programmable Logic Controllers (PLC) etc., These intelligent electronic equipment receives field data from field equipments and provide it to the TAS server in digitized form. Also control commands received from

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operators will be converted into signals and will be sent to field devices via PLC or communication link.

C. PLC,NETWORKING and PDP PANEL

� Programmable Logic Controller (PLC)

The PLC panel comprises of redundant Processor, power supply, communication link with common Digital Input/ Output and Analog Input module. PLCs are provided in Hot Standby Mode with one of the PLC being “Master” and the other being “Slave”. In case of failure of “Master” PLC, Slave takes over seamlessly without affecting the operations. Typically PLC controls the following logical operations

• Emergency Shut Down Operations • Fire Water Pumps and Manual Call Point(MCP) Operations • Entry and Exit Gate Barrier Operations • Product Pump, Additive dosing Pump, Ethanol blending

Operations • High and Low Level Tank Level switches (only in case of

hardwired) • MOV Control and related logic

� Networking Panel

All networking component like Terminal Servers, Ethernet Switch, Communication Interface units are provided in this panel

• Terminal Servers: 2 Nos. Terminal servers are provided in redundant mode. This is used for communication between Field equipment like Batch Controllers with the LRCS. These are equipped with 8 ports/16 ports/24 ports as per the requirement.

• Ethernet Switch: 2 Nos. High speed Ethernet Switches are provided in redundant mode.

• Communication Interface Unit (CIU): Two CIUs are provided in

redundant mode. CIU is a data concentrator that continuously polls data from the connected Radar Gauges for storage in buffer memory. When a request for data is received from LRCS, the CIU immediately sends the data from the updated buffer memory.

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� Power Distribution Panel (PDP)

This panel is used to distribute 230 V AC power to all the Automation Equipment’s. MCBs of the TAS equipment with identification are housed inside this panel. In case of maintenance of any equipment, it is possible to isolate the power supply by switching off the respective MCB. The input power to these TAS equipment is routed through the redundant UPS System provided in the control Room This UPS System is provided in the parallel redundant mode i.e. both share 50% load during normal operations and in the event of failure of one UPS, the other UPS is designed to take 100% load. The UPS is provided with common/individual battery bank which is having 30 min. backup with full load condition.

� DG Sets A DG set of 15KVa is provided for catering to power requirement of all TAS equipment to meet the requirement in case of long hours of external power failure . As the Power back up through UPS is only for half an hour , it is mandatory to power up the TAS through DG . Location shall ensure the DG set is well maintained all the times , Batteries are in good condition and fuel is always available.

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SALIENT FEATURES OF THESYSTEM ARCHITECTURE

� In Built Redundancy

The System architecture is designed for robustness which ensures that the System does not come to a halt and there is no data loss due to failure of any single/multiple equipment. The following are the key features provided in the System

o LRCs are provided in Hot Standby Configuration.

o PLC is provided with dual processors in hot standby configuration.

o Hard discs are provided in RAID (Redundant Array of

Independent Discs)-V configuration

o Gateway Server is provided in redundant configuration

o Dual LAN switches are provided.

o Dual Terminal Servers are provided

o Field Communication Unit provided with Hot Standby configuration

� System Access Security

Access to the System is protected through multi-level password system. Individual user can access the System based on the security privileges available to them. All operator commands will be automatically checked for validity of authorization by the System. Audit Trails are available for all the events and operator action

� System Upgradability

The System is easy for future up-gradation. It is provided with in-built software capacity to add new loading points, new product tanks and new products. Online addition of any new subsystem is possible without disruption to the operation or System communication.

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Role of TAS Officer: TAS has been given due significance by the organization and a TAS team has been built. At locations where new TAS project or replacement TAS project is envisaged, it is expected that TAS officers / Project Engineer shall involve in the project right from day 1 to learn intricacies of the system. This will reduce dependency on OEMs and TAS vendors later. During warranty period, generally a resident engineer from TAS vendor is posted at location for stabilizing the system. While system gets stabilized, TAS officers, locations in-charge and other officers must learn the operations & maintenance of automation system. TAS officer must be involved fully in automation and shall not take up any other operation job. Location in charge / reporting officer must restrain from assigning any other work to designated TAS officer. TAS officer must check

• Whether the configuration of the bays is correct and adequate numbers of points have additive dosing system for Turbojet and blending Power.

• Whether all the MS/Power bays have ethanol dosing system / arrangement.

• Is pumping capacity commensurate to 100% or more capacity of the all bays put together for respective products.

• Check whether earthing system in TAS will cut off delivery into the tank truck if the earth resistance is more than 2 ohms.

• Check the position of densitometer and temperature thermocouple on the product header to give confidence to operations that it would give realistic values for the product loaded in TT. For POL application, Standard density will be taken by the Densitometers provided on the respective header line adjacent to the Gantry. Temperature of product Loaded will be taken by the RTD provided at each loading point.

• Calibration of 20 liter measure, prover tanks once a year. Verification of calibration of mobile prover tanks once in six months and that of flow meters every quarter. Calibration sheet duly signed and completed to be obtained from locations.

• Tank truck calibration must be verified inside location. Weights & measure certification is not required, but all tank trucks must be verified by location to establish accuracy. In case of faulty trucks, filing should not be permitted.

• Elimination of physical dips, except for verification purposes. Creation of MIS database on monthly basis to check healthiness of System.

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• Periodic maintenance of TAS Equipments viz. Air eliminator cum

strainer, flow meter etc to be carried out. Generating a monthly maintenance chart for TAS equipments and ensuring that proper maintenance is completed when due.

• In TFMS-JDE integrated location, readings of gross level, water level, pressure & temperature through radar gauge must be verified with manual readings once in a month. In case of drift in reading, matter be taken up with OEM. To compile data of locations on radar gauge accuracy and generate MIS.

• To keep track of various TAS purchase orders, warranty, Comprehensive Annual Maintenance Contract (CAMC), Bank Guarantee, Resident Engineer etc . To ensure the mandatory spares as per Purchase Order / Warranty / CAMC is maintained at locations. Study of equipments that breaks down frequently.

• To identify list of critical spares to be maintained at locations and generate MIS.

• To check healthiness of TAS system and its equipments on monthly basis. It would include hardware & software checks viz. Synchronization of LRCs, Frequency of K Factor change, ESD/MCP functioning, updation of anti-virus and other system generated reports as evidence of proper functioning of TAS.

Preventive maintenance modules and online “HELP” are provided in TAS software. All users must use these manuals, checklist and help to maintain the system properly and carry on trouble shooting.

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Site Acceptance Test (SAT) For all new TAS project or replacement project, “Site Acceptance Test” is the vital activity and one must ensure following checks during SAT.

i) Whether Hardware supplies as per Bill of Material is supplied or not along with test / TPI certificates.

ii) Whether layout of hardware in control room and its connectivity is as per systems architecture and approved plan.

iii) Check redundancy of all servers & PLC and their response time and synchronization. Also verify that same use cannot log in more than one system.

iv) Whether different level of password security is available as per defined user privileges.

v) Whether all mandatory spares, UPS etc., provided and all licensed software handed over to location in charge.

vi)Safety premises viz. Earthing, loading arm sensors, water level in water tanks, MCP/ESD checks to be verified as per logic.

vii) Check maximum flow rate of meters and whether pumps are supporting the pressure & flow rate.

viii) Fire fighting pumps are in auto mode or not and whether sufficient pressure (7kg/cm2) is generated and test the logic with and without jockey pumps

ix) Record the time lag of communication of field equipments with Control room and whether response time is within acceptable limit/as per FDS.

x) K factor report available and shows history & frequency of change

xi) Whether needle valve of DCV is removed or at least locked after preliminary fine tuning is completed.

xii) Valves are tagged exactly as per P&ID diagram and same logic is used in TAS

xiii) Day End button is active and is allowed only once a day and if any FAN is pending for the day, same is revalidated next day.

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REQUISITE AT CONTROL ROOM TAS System Shut Down and Start Up Procedure Following Steps must be taken, if the Power Supply is off for more than 30 minutes/ DG has not backed up and other exigency which needs system shutdown. Steps for TAS Shut Down Procedure 1. First shut down both the gateway Servers and all other client machine (OIC1, OIC2,Engg. Station, TTES, TFMS). 2. Click on the index in station software of primary server i.e. Scan A Or Scan B (The name of the machines are pasted on the monitor) 3. Click On The System Architecture Tab. 4. Check Which System is Primary Server at present and which system is Secondary. 5. First shut down the Secondary Server and then shut down the Primary Server. Steps For The TAS Start Up Procedure 1. First turn on the primary server 2. After starting the primary server wait for LAN Connectivity, Service, application to start . 3. Click On The " Start - Stop" icon and Check that server is running and it becomes Primary. Clicking On The Icon Will Show The Status Of The System As "The Server is Running(Primary)". 4. If you are done with the third step then turn on the secondary and repeat the third step in secondary server. Now it shall show "The Server is Running (Backup)". 5. Now turn rest all systems and Check in the Primary Gateway Server that all the services are running .

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DAY END “Day End” in TAS shall be permitted with the only check that none of the T/Ts inside the premise are in Part Load/ Under Loading T/Ts ,if any, which are in “Batch assigned”/ “FAN Generated”/ “Ready to Load” status shall be able to fill with the same FAN on the next day without revalidation till it is not “timed out” The above scenario that none of the T/Ts are “Under filling”/ “Part Load” may happen multiple times in the day. Day End must be Transaction pass word protected and done only once in a day. There shall be no option of multiple day ends and enough checks to ensure that the “Day End” action is not activated accidentally. Hence, it must be ensured that there is Only 1 Day End in a day. LRCS and Tank Farm equipment shall be kept powered on “24x7” basis. Gantry Equipment may be powered off after the “Day End” operation Before start of first load for the day, ensure that the Tanks of each product from which dispatch is planned shall be kept in “Dispatch” Mode. After Completion of Last Load for the day, ensure that all the Tanks which were in “Dispatch” Mode are changed to “Dormant” Mode.

Before running the “Day End” operation, please ensure that all the tanks, except which are under Receipts, shall be kept in “Dormant” mode. Only “Dormant” Tank reading will be taken by ERP System for inventory calculation purpose.

If unavoidable, TAS System shall be shut down after the “Day end” as per the approved procedure only.

Similarly, System Start-up shall be done as per the approved procedure.

Ensure Both LRCS are ON and in synchronised status.

Ensure that latest Antivirus patch is updated in all the machines

Ensure proper room temperature is maintained in the control room.

Ensure that input power supply to the UPS is not disrupted for more than 15 minutes. Ensure that the DG sets are maintained in proper condition so that there is no Voltage fluctuation.

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No changes to be done in the basic System configuration by any unauthorised person. Any Changes made in the System by the Authorised person shall also be recorded in the log book and MOC to be made.

Password shall not be shared.

Regular back up (once in each quarter) of the data shall be taken.

TAS machines shall not be used for any other purpose or work. Ensure that no external drives are used on this System

All Original licenses and the software CD shall be kept in the safe custody and properly handed over during transfer of concerned officer. Anti-Virus Updation in TAS: All TAS servers and machines must be maintained absolutely virus free. For viruses to be prevented and controlled systems shall be pushed with windows patches and anti-virus shall be kept up-to-date. Preventive Antivirus Checking Mechanism The simple drill is explained as under;

i) Check Office scan icon (regularly as a part of daily checklist) on the task bar at the bottom of screen. On the right side each machine of the TAS.

ii) It shall have a white tick mark with a green background, if Office scan

client is on-line and communicating with server.

iii) If it has a red 'X' mark it means that Office scan client is online. In such a case, Right Click on the icon and select the option: Update now.

iv) If the update is not successful or even after the update, the red 'X'

mark remains, then promptly raise the call to IS Dept .at your zone.

v) No internet access or CDs or Pen drive be used in any of the TAS machines. This is strictly prohibited to prevent any infection with virus or worms and a safety against phishing.

vi) It must be ensured at all times and particularly during Handing Over

Taking Over from vendor or on transfer of location in charge or TAS officer, that license copy of software and OEM manuals in CD form is available

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vii) With help of Zonal Information System team, it must be ensured that anti-virus version is updated frequently

Sub-System / Modules of Automation System Typically TAS comprise of following Sub-Systems

A. Access Control and Plant Control B. Tank Truck Loading Automation

C. Tank Farm Management Automation

D. Fire Fighting Automation

E. Product Pump Automation

F. Management Information System

All these sub-system are controlled and monitored with the help of various Machines Placed in the control room

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�� Access Control System Access control allows entry and exit of only authorized vehicles in the Terminal/Depot premise.

Gate Barrier At most locations two separate Gate Barriers, one at entry and one at exit gate, are provided while at other locations common Gate Barrier is used for both entry and exit gate. A proximity type Card Reader is provided at each gate for reading the card. Gates Barrier is closed automatically with infrared sensors after passing of vehicles. Each gate is equipped with digital Outputs like Open Feedback, Close Feedback, Remote/Local Feedback to PLC and one digital Inputs like Open command. Once selected in Local mode, there will be no feedback.

PLC Sub-system PLC System executes command as per the ladder logic. PLC is equipped with an advanced control function instruction set and is integrated with the LRCS. PLC receives inputs /outputs from the proximity card. When the driver shows the proximity card at the Card Reader, digital input is received by the PLC, which in turn checks with the LRCS for the following:

o Is the card valid? o Is the card Timed out? o The load status

On positive validations of above by the LRCS, PLC gives command to open the Gate Barrier.

Electronic Display unit (EDU) Electronic display unit is provided near the main entrance/Parking area of the Terminal / Depot. The EDU receives the data from the LRCS once the FAN is printed inside the Planning room. The display unit has 5 lines. Top four lines provide scrolling display of the vehicle number and the bay number allocated to that tank truck. The last line is provided for Time-out trucks for information to those TT crew members who have missed their entry due to time lapse. All such TT crew members need to obtain re-authorisation of their proximity cards. Gate Barrier will not open unless the time-out card is re-authorised by the Planning officer. The EDU screen has scrolling facility and the trucks numbers are displayed in order of FAN printing. EDU has been provided with Box and Horn type speakers which

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are positioned along the compound wall in the parking area so that the TT crew members can easily hear the announcement of their vehicle numbers. The announcement is made by the System automatically in three languages – English, Hindi and regional language.

Proximity cards Proximity cards are the magnetically hard coded cards and bear a unique card number which serves as its ID. Proximity cards are classified in two ways: Privileged Cards: These cards are configured in software as Officer/ Supervisor cards and Non Filling cards.

i) Officer cards/ Supervisor cards are important cards and need to be kept safely with Operations officer. They are used to resume the operations after certain abnormal operations like RIT stop, ESD, Earthing disconnection operations etc.

ii) Non filling cards are assigned in software for allowing entry of vehicles

other than Tank Trucks like Officer Vehicles or Truck carrying some material etc. These cards are handed over to security to open the Gate Barrier. Non filling cards cannot be used for filling of the T/Ts.

Non Privileged cards: These cards are used by drivers for filling purpose. These are called non privileged as they are used only for the specified event and cannot be used once that event has taken place. Record of cards assigned as Supervisory card, Non Filling card, Filling card and spare card shall be maintained by the Location –In – Charge in a separate register. Inventory check of all cards shall be carried at end of each day’s operation.

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�� Tank Truck Loading Automation Gantry operations are the focus of the entire Terminal /Depot operations. Trucks are loaded for various products as authorised by the ERP System and are dispatched to various retail outlets, resellers etc., Gantry officer typically performs quantitative and qualitative checks on each TT before the truck is released from the Depot/ terminal. Gantry officer checks for following before releasing the filled truck for onward movement:

1 Dips in each compartment ascertaining the total volume of product loaded.

2 Temperature of product. 3 Density of the product.

The Gantry operations, performed manually once the load is authorized by the ERP System, are now performed by the Automation System in a systematic and methodical manner with all safety interlocks. The following are the steps performed prior to loading the Tank Truck in Automation:

• Indent is received at the Terminal • Tank Truck comes to the terminal and report to the planning room • The load is planned by the planning officer and sent to ERP • After authorization by ERP server pre-load packet is received in the

LRCS through GWS • Planning officer assigns the card to the authorized load and the FAN is

generated with all required details like product Bay and card number etc. Status of T/T changes to “FAN GENERATED”

• Bay allocation is done by LRCs based on the total number of TTs inside the Terminal/Depot typically with (1+2) Criteria i.e. one truck under filling and two trucks in waiting at each loading point. Allocation criteria are based on the product availability and least number of T/T’s are assignedto each bay.

• The Bay allocation can also be manually changed by “de-assigning” and “re-assigning” the bay.

• As soon as the FAN is generated, EDU displays the T/T No and the Bay allocated on the display board and announcement is made for the driver to collect the FAN from the planning room.

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• T/T driver collects the FAN and the card from Planning Officer. • In case the driver does not report within programmed time, the card

will become invalid. T/T will be displayed in “Time-out Truck “ and the T/T cannot enter the terminal unless the card is re-validated

• T/T comes to the Entry Gate and after security checks, driver shows the card on the Card Reader provided at the entry gate.

• The input is received to the PLC which checks the card validation with LRCS and on receiving the confirmation PLC gives Signal to open the Gate

• T/T enters the Terminal and the status changes to “Inside Loading Area”

• T/T reports to the designated bay for filling. RIT Lamp is RED. • T/T driver insert the loading arm in the Compartment and connects

the earthing. T/T driver shows the card at the Card Reader. Status of the T/T becomes “Under Loading”

• LRCS checks the validity of the card and down load the Batch detail to the Batch Controller (BC). The Status of the RIT lamp becomes amber. BC displays the message Truck No, Comp 1, Capacity and Press ACK.

• T/T driver presses ACK (AMBER) button. BC then checks status of earthing and loading arm interlock. If not connected, BC displays the message “Connect earthing” .

• On validation of interlocks, RIT status becomes flashing green and BC displays the message “Press Start when Ready”. T/T driver presses the Start button for the flow to start.

• BC sends the pump demand to the PLC which upon validation from LRCS gives Start command to the pump.

• Pumps start as per the sequence and programmed flow rates • BC gets the pulse output from the Pulsar installed on the PD meter.

BC controls the flow with DCV. Initial flow (first 150 -200 Ltrs) is at lower LPM which gradually ramp up to max flow and then for the last (150-200Ltrs.) again ramp down to lower LPM

• BC counts the volume delivered and stops the flow at the preset. The process is repeated till all compartments of truck are filled.

• Once the truck is filled and the earthing is disconnected status of Truck becomes “Loaded and Sealed” and the bay is released for the next truck.

• Post load packet is send to JDE when the status becomes “Loaded and Sealed” and the invoice is generated.

• T/T reaches the exit gate, driver collects the invoice, hands over the card to the security guard after showing card at the exit Card Reader.

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ABNORMAL OPERATIONS

� Interruption to loading operation During the course of loading interruption may occur in the following circumstances • Failure of Permissive signals, like “Earthing” and “Arm in Position”

signals, during loading. • RIT Stop (Local Stop) / Batch controller stop. • Emergency “ESD” stop/ Manual Call Point Stop • Control Room stop. The loading can resume only after clearing of the interruption by the officer after showing his card. During “STOP STATE” of the truck, truck can be “RE-ALLOCATED TO ANOTHER BAY” or “ABORT LOADING”. The Process and steps to be followed for various interruptions are given below:

Input Process Output • Any stop

event from Batch Controller or RIT or ESD during loading state of the truck.

• Bay Officer

Master card during the resuming of loading

• If the stop event occurs from Batch Controller / RIT /ESD / CR, LRC’s shall read the present qty loaded and store it in the database. As soon as the interrupt is cleared, Batch Controller will display message “SHOW OFFICER / SUPERVISIOR CARD”. On successful validation of the Master card, Batch controller will display the following message “PRESS START”.

• In the event of driver pressing the RIT stop button after the successful card validation and before the actual filling starts, the sequence of operation shall go back to “Show card” state (Driver card).

• Driver Shall Press ACK and START of RIT to start the loading.

• LRCS will send remote start command to Batch Controller to resume loading

• Loading resumes.

• Truck can be re-allocated to another bay or

• Truck can be aborted

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When an interruption occurs, loading will always stop. The reason for the interrupt and suitable prompts are displayed on the Batch Controller Unit (BCU) display.

� Manual or Local Loading Manual or local loading shall be avoided to the extent possible. However in case of exigency, local loading shall be done in the following two ways: (after obtaining approval of location Incharge)

• When communication is healthy between Batch Controller and LRCS : The Batch Controller shall be put in local mode from the System by the authorized person having the privilege.

• When there is a communication failure between Batch Controller and LRC’s : The Batch Controller shall be put in local mode at the Gantry after keying in the password by the Location –In –Charge/ Designated person. This password shall be available only with the Location-In- Charge/ Designated person and it is not to be shared with any other person.

In both the scenarios, the Local loading shall be started at the bay after showing the supervisory card/ entering the password. Before starting the load, Batch Controller prompts for the two fields sequentially for the Truck No and card No respectively. The Gantry supervisor shall key in the correct truck no and its card no. for which local loading is being done. Approximately 200 batches can be stored in the Batch Controller which is transferred to the System as and when it becomes online. System generates local loading report for each shift/day which shall be reviewed and kept in record at the location.

� Truck Cancellation

Trucks can be cancelled for the load authorized by ERP till the status becomes “Inside loading Area”. Once the truck status as under loading shall be aborted wherein truck/ compartment has to be decanted manually before the truck exits the terminal.

� Bay Reallocation :

Tank Truck Entry System module of the TAS allocates the truck on a particular bay based on the bay configuration and the least Number of trucks under loading/queue at bay. At times, the circumstances may

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demand reallocation of the Tank truck at an alternate bay which is possible from the TTES by reassigning and reassigning the bay. It is possible to Reassign the bay before start of loading operation or even during the loading operation. In the event of reallocating the truck during loading, the System will transfer the balance quantities to the reallocated point.

As Bay reallocation is not envisaged during the normal operations, the reasons for any such reallocation shall be kept as record.

� Jump Queue logic

Typically TAS allocates the Bay based on 1 + 2 Logic i.e. 1 truck is under loading and 2 are waiting in queue for that particular bay. The System will stop generating further FAN and assigning trucks in case the baysare full as per the above criteria. However in case of any priority Truck, one additional T/T per each bay can be assigned by activating jump queue logic.

� Manual Entry Facility for Online Density and Temperature

In the event of failure of online Density meter, provision is available for manual input of density and temperature for sending through the post load packet.

� Truck Abort After the truck is authorized, sometimes the truck will have to be aborted due to some reasons; this can be done from TTES.A Tank Truck can be aborted or declared sick after loading operation starts. Operator can select truck abortion option in following Tank Truck Status. After selection of the abortion reason selected Tank Truck will be aborted and present TT status will be changed to “Aborted. However actual quantities will also be logged in the system. Aborted TTs can come out of the terminal only after decanted quantity is manually entered in the system & card reader is shown at sealing card reader. The access at Licenses exit gate and main entry gate will be granted for these trucks. Before leaving the terminal TT driver will submit his card with security officer. All the TT abort will be logged properly along with user name and reason for TT abort.

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D ig ita l C o n tro l V a lv e

E a rth D ev ice

M u ltid ro p R S 4 8 5 to L oa d in g R a ck C o m p u ter S y ste m

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PD ME T ER

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P U L S E T R A N S M IT T E R

P U L S E T R A N S M IT T E R

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P D M eterM a ss F lo w M eters

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R T D

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At any stage of operation (except LOADING status), if an abnormal condition occurs, the operator makes TRUCK status as “ABORTED”. If the stipulated product has been filled before declaring SICK, the vehicle is decanted (The product is unloaded from the vehicle manually), the decanted quantity is entered in the system manually. The driver card is shown at the sealing card reader and then the truck is declared ABORTED & SEALED. Aborted truck can exit the terminal after showing the associated Truck card at the card reader provided at the exit gate. Separate report will be generated for ABORTED & SEALED declared trucks with quantity loaded in the truck prior to declare the truck ABORTED &SEALED. The unloaded quantity will be accounted manually for reconciliation.

When a truck is aborted, No postload packet will be sent to JDE. GANTRY PROCESS SCHEMATIC The following is a schematic diagram of the Loading System:

A. Equipment for loading Tank Trucks at T/T Gantry

1 Electronic Metering System comprising of:

a. Batch Controller (BC).

b. Strainer cum Air Eliminator.

c. Positive Displacement meter with Electronic pulsar.

d. Digital Control Valve (DCV).

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2 Remote Interaction Terminal (RIT)

3 Earthing Relay.

4 Loading arm position switch.

5 Card Reader

Equipment functionalities are defined below. 1. Electronic Metering System

a. BATCH CONTROLLER (BC)

Batch controller is a powerful flow computer designed to meet the requirements of all types of fluid metering installations. Based on the latest technology, the equipment offers a great extent of flexibility in terms of operating conditions. BC realizes a self-test at start-up and periodically during operation to ensure connectivity with external devices and systems. When connected in the network, it accepts the pre-determined quantity of the product to be loaded from the Remote System. On the receipt of product quantity, batch controller prompts the operator to initiate the batch by pressing the 'Start' key. The delivery of the product is started only after the proper functioning of all the interlocks. The delivery commences with gradual opening of the set stop valve.

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Loading operation parameters like batch quantity, flow rate, product temperature etc. can be displayed by pressing respective push buttons. The interlocks like vehicle earthing, loading arm orientation etc., are continuously checked. In case of any interlock failure, batch controller stops the loading operation immediately and activates the priority alarm with a message on the display.

In case of any communication failure, the batch controller can be switched into manual mode with the help of password. In local mode, all the preset parameters can be entered locally through the multi function push button keys provided on the front panel.The measured results are saved in the memory for verification purposes, together with the additional data, such as date, time etc. Approx. 200 T/T transactions are stored in the Batch Controller.

During product delivery, the batch controller constantly monitors the Meter flow rate and line arises the Meter accuracy curve to give an unmatched metering accuracy.

SELF DIAGNOSTIC FEATURES

Batch controller realizes self check at startup, in which it checks the connectivity with all the field and control room equipments. In case of any problem with the connectivity of field device, alarm is generated

During delivery, batch controller constantly monitors the operating conditions for and logs an alarm if any of the conditions goes beyond threshold limits. These conditions include:

• Meter over / under speeding. • Absence of product. • Pulse error. • Interlock failure like Vehicle Earthing / Loading Arm failure. • Inaccurate dosing of additives • Inaccurate ethanol blending

Batch controller fulfils the following tasks

• Measuring the product volume • Measuring the additive volume • Measuring the ethanol volume • Controlling the product valves • Controlling the additive valves • Monitoring permissive inputs /interlocks like loading arm position

switch, earthing of tank truck, ESD. • Pump Demand Output

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• Control inputs and outputs for Remote Interaction Terminal • DCV open /close position feedback • Transmitting the measured values to the System via redundant serial

interface The device has the following major inputs and outputs. Inputs The inputs available for carrying out measurements are:

� Pulse input for Main product pulse transmitter � Pulse input for Ethanol pulse transmitter � Pulse input for additive pulse transmitter � Temperature Input � Emergency stop � Earthing relay � Loading arm position � RIT panel (3 buttons) � DCV Limit switch feedback

Available Outputs are:

� Valve control low flow � Valve control high flow � Valve control additive (injection valve or digital valve) � Pump control � Pulse check � RIT panel (3 lamps)

Alarm by Batch Controller Description: When the BCU senses alarm during the loading operation, it will automatically stop the loading and flash an alarm message on the BCU. The LRC senses the alarm condition and indicates the same by flashing the RED lamp on the RIT. BCU: ALARM (XX) (say No Flow / Low Flow) XX: Defines the alarm condition as defined in the BCU RIT: RED (Flash) Recovery: To clear the alarm bay officer has to enter the passcode. Once the alarm condition is cleared on the BCU, BCU proceeds with the loading of balance quantity.

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B. Strainer cum Air Eliminator (SAE) The strainer cum air eliminator is used for

• Preventing entry of fine foreign particles, dust, dirt etc., in PD meter.

• Eliminating air from Piping System at bay level. General: Strainer cum air eliminator (SAE) is made of Carbon steel and is mounted on the pipeline before PD meter. It is installed at every loading point in the gantry. SAE is basket type filter having a mesh size of 20/ 60 mesh size depending upon the product specifications. The mesh is made up of SS 316. SAE is integral unit which performs both the functions at the same time. Maintenance The SAE has differential pressure (DP) gauge attached to it. The DP gauge helps the maintenance engineer to undertake the preventive maintenance activities. SAE needs to be cleaned every fortnightly so that at any point the pressure drop across the metering assembly shall not exceed 1.0 Kg/sqcm.

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C. PD METER WITH ELECTRONIC PULSER

PD meters are used for flow measurement. Positive displacement flow meters are still the best solution for many applications that have low flow rates or high viscosity fluids. Positive displacement meters are widely used in utility applications to measure the amount of oil, water or gas used in commercial applications.

Operating Principle Positive displacement flow meters operate by repeatedly filling compartments of known volume with the liquid from the flow stream. It separates liquids into accurately measured increments and moving them on. The measuring element consists of two meshing precision oval wheels, driven by the fluid. Each revolution of the oval wheels displaces a precisely known volume of liquid through the meter. The number of revolutions therefore is directly proportional to the measured volume. The pulses generated by a pulse transmitter with high pulse resolution are processed in the electronic converter and sent to Batch controller.

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Maintenance & Calibration The Meters are calibrated with the help of 2 KL Mobile prover Tank which in turn is calibrated with reference to the Fixed Tank Truck Calibration Tower. The meter calibration shall be checked for their accuracy and repeatability (the ability to give same reading in same condition) with the help of prover tank (2KL)at least once in a quarter and the record shall be maintained. The PD meters and Batch Controllers shall be stamped by Weight and Measures department once in a year or whenever recalibrated necessitating change in the meter factor/ K Factor of the Batch Controller, whichever is earlier. Procedure for Calibration of Tank Truck: Calibration of Tank Truck is vital activity in order to ensure unmatched accuracy of delivered products. All automated locations must be free of dip rods except for using for verification as described in this manual for 5 % TTs. To have effective calibration of trucks and enrol stake holders in using the TAS and enhance productivity, following steps must be carefully observed during calibration.

1. Check tyre pressure on front & rear tyres for correct operating pressure.

2. Check number of laminated springs in all tyre position & record in the Calibration sheet.

3. Check the condition of master valves and gate valves of the individual compartments, any leakage through the outlet valve by pouring 100 lts of water in each compartment before starting the calibration.

4. Open all manhole covers and check for any unauthorized fittings inside the compartments. The interior of the compartment shall be inspected for condition and cleaned if necessary.

5. During calibration check the inner end of the top fill pipe shall be fitted with splash deflector with 45 degree angle and shall extend to 25mm from bottom of the tank.

6. Check for all safety fittings such as fusible link at the master valve, thickness of manhole gasket, proper positioning of manhole fittings, no of holes on the dip pipe with no bottom sleeve, PV valve on the top of the compartment.

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7. Close all manhole covers.

8. TT under calibration shall be on a level concrete floor.

9. Ensure the compartment capacity includes the capacity of the piping

leading from emergency, safety or master valve to the outlet valve.

10. Ensure the proving tank is mounted on an overhead gantry or separate frame work.

11. Water shall be used as calibrating medium in determining the capacity of the TT tank compartment.

12. Fill required quantity through Proving measure first in middle compartment keeping master valve opened (with delivery valves closed)

13. Check for inter compartment leaks by checking the leakage / sweating in the remaining compartments.

14. Check the levels by water paste. After settling of the liquid, dip mark is taken carefully and the line is cut on the dip rod at right angles to the axis by means of try square and scriber.

15. Mark shall be made on the dip rod to indicate the “Proof level” which is the level of the top surface of the dip pipe.

16. Mark all other details (TT No/Comp no/Date of Calibration) on Dip rod.

17. Seal the manhole covers using sealing wire passing thru the holes provided on the adjacent bolt heads of the manhole cover and record the seal nos in the Calibration chart.

18. Drain the water into the underground tank.

19. Check the TT for emptiness before sending outside the premises

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PULSAR Electronic Pulsar Pulse transmitter transmits the signal of rotation of PD meter shaft to Batch controller. It converts the angular rotation of its input shaft into two separate electrical pulse train, phase shift by 90 Deg to incorporate dual pulse security check as per IP 252/76. Pulse security System helps to know whether any pulse is missing from the PD meter or the malfunctioning of pulsar. In case the pulses are missing or there is malfunctioning of the pulsar, System has been designed with the intelligence to indicate pulsar error and also it will stop the loading at that particular loading point. C. DIGITAL CONTROL VALVE (DCV) This is an electrically actuated, hydraulically operated multi-stage control valve. It is used in Terminal Automation Systems for effective control of the flow and accurate filling of tankers by cutting the flow at the preset. It has two solenoid valves, receiving signal from batch controllers to position the valve for low flow/medium flow / high flow conditions as programmed As per signal received from Batch controller, valve shall open initially partially for low flow, then fully open for High flow and closes with low flow and fully close. The flow curve shall be as shown as follows:

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For optimum performance of the DCV at least 2 Kg pressure shall be maintained at each loading point 2. Remote Interaction Terminal (RIT) Remote Interaction Terminal, commonly known as RIT is installed at gantry. Function RIT is used as an instrument for interaction of driver with TAS. Keeping in view that drivers may not be educated enough to understand the push button technically, a simple colour coding system has been provided with same colour of lamps for user friendly interaction. General RIT comprise of 3 push buttons and 3 lamps of amber, green and red colour. Depending on the sequence and the status of the vehicle and loading, colour lamps glow for guidance of driver/cleaners. 3. Earthing relay During the process of loading or unloading fuels or any inflammable, explosive or hazardous chemicals in transport vehicles such as Tankers and Railway Tank Wagons, it is essential to ground the vehicles or wagons in a safe manner before commencement of the loading/unloading operation. This Is required t divert the surface residual electrostatic charges to ground so as

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to prevent a possible generation of sparks. Since the tyres of vehicles are non-conductive, there is no path available for the discharge of this developed static-charge. The Earthing Relay comprises of a range of micro-controller based Intrinsically Safe field-protection devices used in Vehicle Static Grounding Systems. These instruments are designed to carry out a controlled grounding of the accumulated static charge during loading of T/T. The charge is dissipated through a low impedance path through an intrinsically safe module housed in a flameproof enclosure in the vicinity of the operation. The Earthing relay has two bright lamps in Red and Green color prominently displayed on the enclosure which indicate the status of the grounding operation. The Earthing relay input goes to the Batch Controller which allows the loading to commence only when the Earth Interlock displays the green color. The Earthing Relay thus ensures that the loading will only be possible when the T/T is earthed.

Typical Earth Connect

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4 Loading arm position switch Loading arm position switch has been provided on the loading arms. The switch is provided to interlock the desired position of loading arm for filling the TT. In case the loading arm is not positioned correctly, Batch controller will not start the loading of product in TT and will generate an alarm. 5. Card Reader

Card Reader is a device which is used to read the proximity cards. Along with the Filling advice note (FAN), Planning officer issues a proximity card to the driver which is attached to that particular load. These devices help in reading the Card Number and send the data to servers for logical checks. Thus Card Reader is an interface device between driver and System or the interface between TTES operator in control room and TAS. The basic function of Card Reader is

to read the card number of proximity card and give further details to LRCS for processing and validation

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B. Equipments on Piping header: Density Meters

Online densitometers are provided on the each product header line by providing a bypass. As it is provided on the bypass, it is essential to provide differential pressure across inlet and outlet tapping to generate minimum flow through meter. To create differential pressure a restriction orifice plate is installed between the flanges. Online densitometer is used to measure the online density of the product loaded at the gantry. The online densitometer measures density with an accuracy of +/- 0.5 Kg/m3 or better and the accurate density can be measured only when the product is flowing through it. The online densitometer measures and transmits to the LRCS the real time ambient as well as standard density. LRCS captures the density at the end of each batch for transmitting it in the post load packet. It shall be ensured that the strainers provided before the densitometers are cleaned periodically (once in a week) to ensure the product flow through the densitometers. Pressure Transmitters are also provided along with the densitometer for measuring the Header line pressure of each product.

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Bulk Air Eliminator

Bulk Air Eliminators are installed on the header line for each product preferably as close to the Gantry as possible. Bulk Air Eliminator is used to eliminate the bulk Air entrapped in the delivery line. Centrifugal force acting inside the vessel forces the liquid (heavier) to the wall and liberates the Vapor at the centre which is escaped through the float valve. The Valves provided on top of the Bulk Air eliminator shall be kept in open condition, unless it is under maintenance.

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Instruments Calibration and Verification of Automation Equipments at Depots/Terminals: 1) Calibration of 20 litre measure and stamping of the same by Weights and Measures Department Once in a year 2) Calibration of the prover tanks on calibration tower and stamping of the same by Weights and Measures Department Once in a year 3) Verification of calibration of the mobile prover tanks through Calibration tower- Once in six months. In case of discrepancy in readings, mobile prover tanks to be recalibrated and stamped. 4) Verification of calibration of flow meters through prover tanks - Once in a Quarter. 5) Verification of calibration of all tank trucks attached to the location through calibration tower installed at the location- Once in a year. In case of variation observed in any instruments more than Legal Metrology tolerances the same shall be recalibrated and stamped by Legal Metrology. At least 5% of the tank trucks (minimum 2 per product, one each in beginning and towards closure of shift) filled during the day shall be cross checked with dip rod by an officer. The sample must include representation from first batch of tank trucks loaded at the locations. In case of variation, the TT shall be taken out for verification at the calibration tower. For verification of TAS equipments, anti virus etc HQO circulars be strictly followed: Reference Circulars:

1) O&D/HCM/GVN Dated Sep 16, 2008 2) O&D/HCM/Ops Dated Dec 23, 2008 3) O&D/HCM/Ops Dated Dec 3, 2010

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REQUISITE FOR GANTRY AUTOMATION

� Calibration unit at the location shall be stamped by W&M (Legal Metrology) department and shall have valid license.

� All Tank Trucks shall be calibrated at the location in the approved

Calibration Shed only.

� All Electronic Metering System shall be calibrated with the help of Mobile prover tank which in turn shall be calibrated at the location with respect to the calibration unit. All the meters shall be checked for accuracy and repeatability.

� As per the rules, Electronic Metering System shall be stamped once in

a year by W and M Dept. No change in K Factor/ Meter Factor shall be permitted in the Batch Controller after stamping. Any change in K Factor essentially requires re-stamping by the W and M.

� K Factor of each Meter shall be recorded in a separate register with

date and time and shall be available with the Location In Charge.

� Seals shall be protected from tampering. Any breaking of seal by any person other than W and M Inspector attracts penalty.

� Random checking of T/Ts with dip shall be done in each shift and

record shall be kept. If variation is observed at any point, check the System with prover tank. If variation is confirmed, then check for any abnormal variation in the process like presence of air, low product pressure etc. If process is stable then recalibrate the meters else check the T/T calibration.

� It shall be ensured that clean product flows through the meter. The

Air eliminator cum Strainer provided before the meter shall be cleaned periodically. DP Gauge is provided across the strainer which needs to be monitored to ensure strainer is not blocked. If more than 60% of straining area is chocked then it may lead to strainer mesh rupture.

� It shall be ensured that Non return Valve provided at the Delivery

line/pump house is functioning. The delivery line shall not be emptied out after the day end operation.

� For optimum performance of the Metering System it shall be ensured that the Product Pumps shall give min. 1200 LPM @ 2 Kg /m2 pressure at each operating point.

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� Preventive maintenance schedule shall be followed meticulously.

Records of maintenance carried out shall be available with the Maintenance Officer.

� Random checking shall be carried out on the functioning of Earthing

interlocks

� Strainer provided before the online densitometer shall be cleaned periodically at least once in a week. Random visual inspection shall be done to ensure that the product is flowing through the densitometer during loading of the Tank Truck.

� It shall be ensured that earthing pit resistance is maintained at less

than 1 Ohm in grid and less than 2 Ohm in isolation.

� Records shall be maintained for any instance of System bypass with reasons.

� Local loading shall be carried out only if essential. Local loading report

shall be generated at the end of each shift /day and shall be kept in record with reasons.

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Gantry Automation Interface with JDE LRCS will be integrated with JDE System via Gateway server. Following commands/information will be exchanged between JDE and LRCS using JDE protocol. Authorise to Store files for Trucks that are Authorised by JDE

This files will be created by JDE and Deleted by the Interfacing Program

Auth status To Store files to Indicate authorisation status of a Truck to JDE These files will be created by the communication

Program Load over

To Store files for trucks for which loading is over.

These files will be created by the Communication Program and deleted by JDE Daemon Program

Cancel loading To Store files for trucks for which loading is to be Cancelled.

These files will be created by JDE / DDP and deleted by Communication Program

Cancel status To Store files to Indicate cancellation

status of a Truck to JDE These files will be created by communication program And deleted by JDE .

Load status To Store the Loading Status of a Truck

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1). Authorise Trucks (c:\jde\authorise)

When the truck is to be filled, the truck driver is asked to report to the Marketing Terminal. The Data pertaining to the Customer, Destination, Truck has to be entered in to the DDP . This data is commercially verified by DDP and then downloaded to the LRCS through the Interfacing /Communication Program. Every Truck that is entering in the terminal for filling will be given an Unique FAN Slip Number, with which the truck will be identified throughout the System. This FAN No. will be generated by JDE. The JDE Software after validating the data creates a request data file in the c:\jde\authorise directory with the file name similar to the FAN Slip Number. The Authorization request file contains the following data in the ASCII Text format.

Sl.no. Data Item Length

Type

1. FAN Slip Number

06 Numeric

2. Authorisation Date (DD/MM/YYYY)

10 Character

3. Truck Registration Number 14 Character

4. Oil Company

04 Character

5. No. of Compartments

01 Numeric

6. Capacity of Compartments (To be Specified for Each Compartment)

06 Numeric

7. Calibration Expiry Date(DD/MM/YYYY)

10 Character

8. Method of Delivery (Via Code)

03 Character

9. Remarks(First Three Digits will be TT Code)

50 Character

10. No. of Customers 01 Numeric

11. Location Code 04 Character

12. Location Description 30 Character

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1. Contractor Code 05 Character

2. Contractor Description 30 Character

3. Customer Code 06 Character

4. Customer Description 30 Character

5. Destination Code 06 Character

6. Destination Description 30 Character

7. No. of Products 01 Numeric

8. Product Quantity 06 Numeric

9. Product Code 08 Numeric

10. Product Description 30 Character

Note 1: Item No. 11 to 19 referred above are to be repeated for Each Customer Note 2: Item No. 20 to 22 referred above are to be repeated for each product The Communication/Protocol program shall continuously scan various directories for request files to be sent to LRCS. Once a file is found in the directory c:\jde\authorise it shall read the file and send the request to the LRCS. LRCS after receiving the information shall register the Truck and send a reply to the Communication program which keeps waiting for the reply to be received from LRCS. When the reply is received from LRCS, the Communication program shall create a reply file in the directory c:\jde\authstatus. After the creation of the reply file in the c:\jde\authstatus directory the request file shall be deleted from c:\jde\authorise directory by the communication program. The reply file will be created with the same name as request file name which would contain one character code for the DDP Package. The file will be deleted by the DDP program after getting this information.

C:\jde\authstatus Response :

1) Authorisation Successful. 2) No Product requested 3) Compartment Allocation Failed 4) Fan Slip Number is Duplicated 5) LRCS communication Failed.

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Value 1 indicates successful authorisation of a truck. Values 2,3,4,9 indicates errors. A Sample File Format is given below : Sample File (File Name - 1 in Auth status Directory) 1: Truck Authorisation Status indicating Successful Authorisation 3) Truck Loading Completed (c:\jde\loadover) Load over directory is used to store files for trucks for which loading is completed. Communication program continuously communicates with the LRCS to find out the latest loading status for all the authorised trucks. After the loading is over and seal numbers allotted, the LRCS shall indicate that loading of a truck is over by putting in the status file in the c:\jde\loadstatus directory and the data file in c:\jde\loadover directory. Then the LRCS communication program collects all the loading information for that truck from LRCS and creates a data file in the c:\jde\loadover directory.

The JDE / DDP daemon program will pick up the information for the respective FAN numbers from the load over directory. The LRCS communication program shall keep the information of all the trucks which are loaded in c:\jde\loadover directory automatically.

The file in the c:\jde\loadover shall contain the following data in the ASCII Text format. This file is to be created by LRCS.

Sr.No. Data Item Length

Type

1. FAN Number 06 Numeric

2. No. of Compartments

01 Numeric

3. Time of Filling (HH:MM:SS)

08 Character

4. Product Code 08 Character

5. Volume filled 06 Numeric

6. Volume at 15 Degree Centigrade

06 Numeric

7. Product Density 06 Float (9.9999)

8.

Product Density at 15 Deg. Centigrade

06 Float (9.9999)

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9. Temperature 05 Float (99.99)

10. Top Seal Number (or Abloy Lock no.)

10 Alpha Numeric

11. Bottom Seal Number(or Abloy Lock no.)

10 Alpha Numeric

Note 1: Item No. 4 to 11 shall be repeated for Each Compartment

4) Cancel Truck Loading After the truck is authorised, sometimes the truck will have to be cancelled due to some reasons. This operation is carried out by JDE / DDP by creating the cancel request file in the directory c:\jde\cancelloading. The name of the request file itself tells the Truck corresponding to the FAN number is to be cancelled. The truck can be cancelled by the JDE / DDP operator only when the truck has not started filling. The LRCS communication program while scanning the directories finds this request in the cancel directory, then it shall send the data to the LRCS.

The LRCS after verifying the Truck status cancels the Truck if it is not already taken up for loading and then it shall send reply to the communication program. The LRCS communication program collects this information from LRCS and creates a reply file for the DDP in the Directory c:\jde\cancelstatus. Response 1) Truck Cancellation Successful 2) FAN details not found 3) Truck Under Loading 4) Truck Already cancelled by LRCS 9) Communication Failure between LRCS and Gateway Server Value 1 Indicates successful cancellation of a truck.

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Annexure I-A

Sample Data format for a Truck going to 3 customers (c:\jde\authorise)

Fan No. 000001 Authorisation Date 12/01/2004 Truck No. GJ/06/A/5340 Oil Company HPCL

No. of Compartments 3 Capacity of Compartment 1 004000

Capacity of Compartment 2 004000 Capacity of Compartment 3 004000 Calibration Exp. Date 05/10/2005

Method of Delivery (Via Code) 003

Remarks (First 3 digit TT Code) 052 No. of Customers 3 Location Code 0446 Location Description LONI TERMINAL

Contractor Code 06621

Contractor Description BHATIA TRANSPORT SERVICE

Customer Code 117804

Customer Description AECS CAR CARE CENTRE Destination Code XXXXXX

Destination Description PUNE No. of Products 1 Product Quantity 004000

Product Code 09500006 Product Description H S D

Location Code 0446 Location Description LONI TERMINAL Contractor Code 06621 Contractor Description BHATIA TRANSPORT

SERVICE

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Customer Code 118602 Customer Description AMBICA PETROL DEPOT

Destination Code XXXXXX Destination Description POONA No. of Products 1 Product Quantity 004000 Product Code 09560006 Product Description M S Location Code 0446 Location Description LONI TERMINAL Contractor Code 06621

Contractor Description BHATIA TRANSPORT

SERVICE Customer Code 104121 Customer Description AMRAPALI SERVICE

STATION Annexure 1-A ..........Contd Destination Code XXXXXX Destination Description PUNE No. of Products 1 Product Quantity 04000 Product Code 09500006 Product Description H S D Note : Via Code = ‘001’ Indicates Company Truck

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Annexure I-B

Sample Data format for c:\jde\loadover file

FAN No. 000001 No.of Compartments 3 Time of Filling 08:45:30 Comp. 1 09560006 004000 003980

0.8950 0.8970 28.50 0010211111 0010221111

Comp. 2 09500006 004000 003975 0.8950 0.8970 27.50 0010231111 0010241111

Comp. 3 09500006 004000 003960 0.8500 0.8550 30.00 0010251111 0010261111

Details of Compartments Product Code, Volume Filled, Volume at 15 Degree, Product Density, Product Density at 15 Degree, Temperature, Top Seal No. and Bottom Seal No.

Note:

1) The spaces in the post load packet sample data to improve readability and not a part of the actual post load packet.

2) The directory c:\jde\authorise is only indicative. The C: or D: shall be configurable and not hard coded in the daemon programs. Directories shall be configurable

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TROUBLESHOOTING WITH JDE-TAS INTERFACE This help document is a troubleshooting guide to resolve some common problems encountered in their day to day operations. � Before connecting to JDE, locations are advised to ensure that the

gateway server (SCO Unix server or DDP server) in online. The daemons are in auto mode. Please power down the server in normal fashion (as the location was doing in the past) and restart the SCO Unix Servers. The daemons shall start automatically.

To check whether daemons have started or not type the following command:- First Login into the SCO Unix Server using login id and password. Thereafter type the following command.

ps -aef | grep "11919" (11919 = Ghatkesar Terminal)

By the above command, the 2 daemons shall be started.

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If not, then login with daemon1 and password as daemon1. This will start the daemons.

• For newer locations running on Windows based servers, to check whether daemons are running, users can log on the local server and go to Start > Settings > Control Panel > Administrative Tools > Services.

Once the “Services” application is opened, find the service for daemons highlighted in the screenshot above. Right click on the first service l03r11643 Service and click on Start. In the screenshot example, 11643 is the branch plant code of Budge Budge – I Terminal.

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Repeat the service start up procedure for l03s11643 Service also. Both these sending and receiving daemon services shall be at Status – Started at all times. Screenshot showing the daemons as started in shown in the next screen.

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� Error statuses for loads:

In JDE-TAS interface, under any error condition, the load status goes to - 91 Error in Preload 92 Error in Acknowledgement 93 Error in Cancellation Request 94 Error in Cancellation Response 95 Error in Post-load

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� Accessing Work Centre:

All error messages related to JDE-TAS interface are logged in the Work Centre. To access Work Centre, go to Tools Exit bar of any program that has been opened by you and click on Work Centre.

Click here to access the WorkCentre

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Clicking on Work centre opens the Work Centre application as shown below.

All the errors will be logged to the ‘Personal In basket’ folder of your work Centre. To see error messages click on the ‘+’sign next to the ‘Personal In basket’ folder. The message subject will appear in bold under this folder. Click on the message to see the message details, which will appear on the right hand side of the screen. This message may underline the cause of the problem and may also propose a resolution. Read it!

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Troubleshooting Tools:

These tools are available in the menu ‘TAS Status Overrides’.

I) Program: View Load Fan Cross Reference

This program is an important tool for tracking a TT movement inside your Terminal / Depot based on FAN number. If you enter your branch plant and load number and click on ‘Find’, System will retrieve the corresponding FAN number.

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In the screenshot above, for Load number 636 of branch plant 11919, FAN number 100553 has been assigned.

Active FAN (Filling Authorization Number) Flag: Y – Normally one load will have only one Fan number associated with it. However, if a load is unapproved the flag becomes N. Again, if the same load is approved, then another FAN number is assigned to the load and this number becomes Y. For example, for load number 632 above, this load was unapproved. Hence FAN 100549 is not active FAN number, flag is N. Then this load was approved, whereby System has assigned another FAN number 100589, this FAN is active FAN, flag is Y. So, in such cases, only the latest FAN is the active FAN.

Click here to view details of error if load status is at 92

Click here to view details of error if load status is at 95

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Error codes in Acknowledgement, Post load and Cancel Response:

1. If load status is at 92, click on ‘Ack Error’ button in the row exit bar to see details of the error. This message window is similar to the Work Centre ‘Cause and Resolution’ screen.

2. If load status is at 93, click on ‘Cancel Res Error’ in the row exit bar to view the error message window.

3. If load status is at 95, click on ‘Post Load Error’ in the row exit bar to view the error message window.

In the example above, for load number 632, error code Acknowledgement is populated, which means that the load is at error status 92. Highlight the load in this screen and click on ‘Ack Error’ in the row exit bar. This will open the following screen:

Message window will give the error cause and resolution. Note: Error messages for Loads at error status 91 cannot be viewed in this program.

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II) Program: Manual Overrides – TAS Status Codes

This program resets the load status to 30 if the error status is 91, 92, 93 or 95.

Enter the Planning Depot and the Load number which is at error status and click on find. Highlight the load and click on Select.

System will register a warning as above. Click ‘OK’ if you want to reset the status or cancel if you wish to reconsider.

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Quick guide for error resolution

S. N. Error Status Resolution

1 Load status remains at 32 for a long time

• Ensure that the daemons are working in Check whether the gateway or SCO UNIX server is online. Log in to the UNIX server with daemon1 ID. This will restart the daemon. If still the load is at sts 32, then reboot the m/c. If sts. still at 32, call ERP Helpdesk/ERP Admin group

2 Load status 91 • View Work Centre to get a clue to the problem and resolution.

• Problem might be due to incorrect vehicle compartment details at TAS side or calibration expiry. Correct it.

• Before you reset the load back to 30, check that sales order status is still at 527-560 and there is no date in ‘Actual Ship date’ field. If you find that if inventory has been dropped, then DO NOT RESET the load.

• Go to Manual Override TAS status codes and reset the load from 91 back to 30. Go to a non-Automation menu and find the load in the correct menu and version meant for processing thru Non-TAS. Select the load and in Form Exit bar, click on “Unapprove”. Then click on OK. Load will now come back to sts 20.

• Again go to TAS menu and approve the load from the correct version. Load shall move to 30 – 32 – 34.

3 Load status 92 • This means that preload packet acknowledgement sent by TAS has not been received by JDE. View Work Centre or View Load Fan cross reference for cause and resolution.

• First check whether the TT has been registered in TAS. If yes, then print FAN and check for correctness of details on FAN slip. If the FAN is printed with correct details, then get the TT inside the premises and load the TT. DO NOT RESET THE LOAD in this case.

• If the TT has not been registered in TAS, then you will have to first correct any error as seen in your Work Centre. Then reset the load back to 30, unapprove the load thru Non TAS menu and then approve the load again in TAS menu. Load shall move to 30 – 32 – 34.

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4 Load status 95 • This means that after physical loading of TT, post load packet has reached JDE. But due to some reason, inventory could not be dropped in JDE.

• View Work Centre or View Load Fan cross reference for cause and resolution.

• Mostly, error status 95 occurs if there is no inventory in the current tank or if the System could not find tank temperature / density for conversion to standard volume. In case of TAS locations which have safekeeping arrangement in terminal (eg. Hassan TOP), then load will go into error status 95 if a new customer is not defined in setups by ERP Central Team*

S. Error Status Resolution

• First you need to see summary availability screen to check whether inventory is available in the current tank. Change the current tank if required.

• Check whether the default tank information is entered correctly i.e. temp and density parameters are within the correct ranges. Enter default tank information once again.

• Check sales order status (shall be 527-560) and check that ‘actual ship date’ field has not been populated. Reset load using ‘TAS status override’ program. Load status will reset to 30. Do “Load confirm” manually.

5 Load status 32 or 34 to be unapproved (Wrong customer/wrong TT planning)

• First ensure that the TT is not physically being filled. Go to TAS menu – Load building screen. Find and select the load. In Form exit bar, click on “Unapprove”. The load status changes to 55 (Waiting for Cancellation). Here JDE sends a request to TAS to cancel the FAN number in TAS. So this might take a few minutes. WAIT.

• After the FAN number in TAS is successfully cancelled, load status changes from 55 to 30 to 20 (Pending). Then you can delete shipment from load and modify / cancel the sales order.

6 Load status 93 • This error means that JDE cannot generate a request to cancel the FAN in TAS. See Work Centre and contact ERP Helpdesk.

7 Load status 94 • This error means that TAS cannot cancel the FAN due to some reason. See Work Centre and contact ERP Helpdesk.

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REMEMBER:-

• JDE-TAS requires that there shall be inventory within the current tank defined in default tank information. So, for locations loading Gasohol thru dummy tank shall create inventory in dummy tank before starting load building. Also, the inventory created in the morning to be reversed in the day end thru the same program/version.

• Before resetting any load which is at error status, please enquire on the Sales order and check that “Actual ship date” field is BLANK and the status is in line with Load approved status (527-560).

In case of Automated locations that have safekeeping facility also (for example Hassan TOP), if any new customer is to be added to the branch plant, ADVISE THE CUSTOMER CODE TO ERP CENTRE IN ADVANCE.

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Radar Gauge 1

Radar Gauge 2 Radar Gauge 5

FCUTRL/2 MOD BUS (RS 485 Multidrop)

TFMS PC

1. DAU: Data Acquisition Unit

2. MRTD: Multispot Temperature Sensor

3. WBS: Water Bottom Sensor

4. FCU: Field Communication Unit

WBS Ground Level

DAU

MRTD

TO LRC SYSTEM

FIELD CONTROL ROOM

�� Tank Farm Management System Tank Farm Management System Typical Communication Schematic

Hybrid Tank Auto-Gauging (HTAG) System for Above Ground tank typically consists of the following:

• One Radar Gauge which will be mounted on Tank top • One Multi element-averaging sensor with water Interface Probe

which will be mounted on Tank top. • One Pressure Transmitter that will be located on tank bottom shell. • One Tank Side Indicator which will be located on Tank side

Field Equipments like Radar Gauges, Temperature Sensor, and Pressure Transmitter communicates to the LRCS and other Client Machines like TFMS, OIC etc through Field Communication Unit (FCU) also known as Communication Interface Unit (CIU) provided inside the Networking Panel at the Control Room. Two FCU/ CIU are provided in the Hot standby mode i.e. if one FCU fails, the other take over automatically without loss of any data

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The following basic parameters are transmitted by HTAG

• Gross Level • Water Level • Temperature • Pressure

Based on the above basic parameters, TAS software calculates the following :

• Gross Volume • Net Volume • Net Standard Volume • Observed Density • Standard Density • Average Product Temperature

Tank Farm System wherever integrated with the ERP System, transmits Gross Level, Water Level and Standard Density.

Overview of Tank Farm Equipments

MRTD

PRESSURE TRANSMITTER

RADAR GAUGE

TANK SIDE INDICATOR

MULTI-SPOT TEMP.

WATER LEVELSENSOR

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Components of Hybrid Tank Auto-Gauging System 1. Radar Gauges: It is mounted on the tank top either on the gauge hatch

or on the roof manhole and consist of two parts, antenna and Transmitter Header. Radar Gauges with intrinsic accuracy of +/-1 mm or better is provided for all the Above Ground Tanks

a. Objective: To measure the gross level in the product tank.

Working Principle: Radar Gauges works on the principal of Frequency Modulated Continuous wave (FMCW). Radar Gauge measures the Ullage by sending continuous micro waves of around 10 GHz. It then calculates the innage by deducting it from the Reference Height.

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It also takes input from individual temperature elements provided in the Multi-Spot temperature and calculate the average temperature of the elements submerged in the product.

2. Multi-Spot Temperature Sensor (MST): It is suspended in flexible stainless steel tubing from any of the suitable opening at the Tank top. Resistance Temperature Detectors (RTD) are provided at 1.5 - 2mtrs c/c, with the lowest one approximately 750 mm from the bottom.

a. Objective: Measurement of spot temperature inside the tank basis

which Radar Gauge calculates average product temperature. The RTDs measure temperature with an accuracy of 0.25 Deg or better.

b. Working Principle: Resistance Temperature Detector (RTD) Platinum

100 (Pt100) is provided as the temperature element at every predetermined interval. It measures the resistance of Platinum element. Pt 100 has the resistance of 100 Ohms at 0 Deg C and 138.4 Ohms at 100 Deg C. All individual Temperatures are measured and transferred to Temperature read out device available in the Radar Gauge which calculates average temperature of only the submerged element

3. Water Level Sensor: It is integrated with multi-spot temperature and is

provided at the bottom end of MST. It is normally provided with an active length of 500 mm.

a. Objective: To measure the Oil-Water interface at the bottom. b. Working Principle: It is capacitance based and measures the

dielectric constant of the Oil. 4. Pressure Transmitter: It is provided at the tank bottom shell/

manhole.

a. Objective: To measure the pressure in the tank. This is used to calculate the product density.

b. Working Principle: It measures the pressure in the tank based on

the pressure exerted on its diaphragm by the Oil column in the tank. This input is given to the Radar Gauge for calculating the product density.

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Procedure for calibration of PT Please ensure the following important steps for obtaining the accurate pressure readings. i. Check for the output of PT whether it is HART or Analog 4-20 mA. ii. Ensure the Zero calibration of PT, by testing it on test bench at lab.

This is must and it should be perfectly 4.00 mA. iii. Calculation of the calibrated range:

a) First measure the height from the Centre of the diaphragm of the PT to safe filling height. E.g. 15000 mm

b) Multiply it by the approx. density of the product to be used. Eg. For SKO it is 0.800 gm/CC

c) So total Pressure calibrated span would be now 15000 x 0.8 = 12000 mm WC = 1.176 bar

d) Please add 0.3 bar for the product density positive tolerance if variation of the product in same tank.

e) So ultimate calibrated range should be 0.3 + 1.176 = 1.476 bar

Procedure for Zero Trimming for Pressure Transmitter

a) First note the reading at PT End b) Close the isolation valve u/s of PT. Drain the line to achieve zero

pressure. c) Connect the Hart Communicator 375 at Terminal end of PT.

d) Go to Hart Application, online and then It will show the PT reading

and current. Ideally it should show 00 pressure and 4 ma current. If it shows some reading then follow the steps for Zero trim.

e) Go to device setup, then in next window go to second option device

configure/Setup. Then in next option select calibration option then select Sensor Trim position and then Zero Trim option will appear. And in this option follow the instruction (apply ok).

f) Then see the pressure value and current for the PT and this time it

should show Zero Pressure and 4 ma Current.

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InputRegisters

HoldingRegisters

UllageR-Dist

Level outputR-dist - Ullage

5. Tank Side Indicator: It is provided in the Tank Farm near the

Staircase.

a. Objective: To display tank parameters like gross product level, water level, temperature.

b. Working Principle: Takes input from the Radar Gauge and displays

the data. Trouble shooting of Radar Gauge

� The gauge database consists of two types of registers:

� Holding registers (read&write)

� Input registers (read only)

� Holding registers - all fixed parameters

� Tank distances

� Antenna type

� Input registers - all measured data

� Level

� Temperature

� Status

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� Typical problems

� Avg. temp error when tank is empty

� No sensor in product (Normal error)

� Wrong Avg. temp but spots are ok

� Check sensor positions

� Wrong Avg. temp error, one temp is showing error

� Check connection

� Measure resistance given from the spot sensor.

� Low resistance -> Short cut in cable

� High resistance -> Break in cable

� If broken exclude the spot from Avg. calculation.

� Erractic jumping of temperature spots

� Check electrical connections, corrosion

� Check shielding of cables

� External disturbances

Tank Reference Height is the single most important parameter in tank gauging. To establish accuracy of radar gauge reading, manual measures are often compared. It is critically important that reference height of tanks are calibrated and gauging done by ullage method.

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REQUISITE FOR SUCCESSFUL TANK FARM AUTOMATION Tank Mode shall be selected in the System as per the operation i.e. Dispatch, Dormant or Receipt. It shall be ensured that the actual Reference height is same as mentioned in the Calibration sheet. For measuring the actual reference height,it shall be ensured that three consecutive measurement agrees within a range of +/1 mm. Arithmetic mean of these readings are taken to arrive at Actual Reference height. In case there is a discrepancy, tank bottom shall be cleaned and rechecked. If discrepancies persist, tank shall be re-calibrated.

Any change in the reference height of any tank shall be intimated to the TAS Vendor for incorporating in the Tank Farm software.

Dip checking by bottom touch method is not allowed. Manual measurement of the ullage shall be taken with respect to reference height. It shall be ensured that three consecutive measurement agrees within a range of +/1 mm. Arithmetic mean of these readings are taken to arrive at the ullage. The Dip tape used shall be W and M or NPL approved and shall be free from kinks. W and M/NPL calibrated Master Hydrometer and thermometer shall be available at the location. These shall be used for cross-verifying the Thermometers and Hydrometers used in the field measuring density and temperature respectively. Radar Gauge readings may be cross verified with Manual Gauging at least once in a month. MST gives spot temperature at every 2 m c/c. These readings shall be monitored at the System for any abnormal variation in any of the spot. In case of any abnormal variation check the connection of that particular spot. Tank Bottom shall be free from sludge and emulsion. Minimum water bottom shall be maintained for each tank. If water level sensor (WLS) zero is above the datum plate then water bottom shall be maintained above the WLS zero level. Potable water shall be replaced for each tank at least once in a month.

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Dip Tape

• Dip tape shall be calibrated and correction factors, if any, shall be applied.

• Dip Tape shall be free of Kinks and it shall be made of Stainless Steel. • Weight of the Bob is 21 ounces (1 ounce ; 31.1 gms) • Grading on the Bob shall be below 6 inches • The width of dip tape is 12mm and the least count is 1mm. • Tape shall be cleaned and kept in good condition at all times • The location shall preferably use new dip tap for this exercise.

Density

• For Density Comparison, sample at different levels (Top, Middle and Bottom) shall be taken and density of composite sample is measured.

• Only calibrated Hydrometers shall be used • The least count of the hydrometer shall not be more than 0.001.

Temperature

The sensors for measurement of temperature through TAS are located in such a way that one sensor is available every 2 metres height of the tank. The temperature of the product shown by TFMS is tile average of all the sensors in the product.

During manual recording of temperature readings, temperature shall normally be taken thru the dip pipe which is approx 600 mm from the shell of the tank.

Following things shall be followed while measuring temperature of the product in a tank.

• 6 calibrated Thermometers shall be available in the location and only Calibrated Thermometers shall be used.

• The least count of the thermometer shall be 0.250 C

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Gauging

The calibrated reference height of the tank is very important in gauging of the tanks. The edge of the hand dip hatch shall be clearly marked. So that the reading of the tape will be made at the same place each time. While gauging the storage tanks, it shall be ensured that the reading on the tape is matching with the calibrated reference height of the tank. Alternatively, gauging can also be performed as per the following procedure to neutralize effect of sludge accumulation on datum plate which leads to inaccuracies in gauging of the tank as the bob does not touch the datum plate and reference height does not match with the marked reference height on the gauge hatch as per calibration of the tank.

Match the tape on the dip hatch to x-10cms(where K is the calibrated reference height of the tank) on the tape. The gauge of the product so measured shall be added with 10 cms which is, initially reduced while matching with the reference height. This will eliminate the problems related to the sludge accumulation on the datum plate or any movement of the datum plate from its original position.

The manual gauging shall be repeated so that three consecutive readings give a result within 1 mm.

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TFMS –JDE INTEGRATION Tank Farm System after stabilisation is integrated with the ERP System for online relaying Gross Level, Water level, temperature and product density. After integration the readings will be recorded by the Automation System and downloaded in the pre-designed format as shown, in text file in a designated directory – c:\jde\tfms (configurable) in the Gateway server. Before start of the day operation, Tank mode shall be selected suitably i.e. “Dispatch” for all the tanks from where deliveries are planned, “Dormant” for idle tank and “Receipt” for tanks which are taken for pipeline/wagon or any other product receipt.

“Day end” operations shall be run in the System after all the indents of the trucks are completed or before 12 mid night, whichever is earlier. It may be noted that Day end operation cannot be run in the System when the loads are pending. In case the operations are going to be carried forward beyond midnight, it shall be ensured that No new FAN are generated which could not be completed before 11:45 PM. After all the indents are completed for the day, tanks shall be put back to their correct mode of operation. “Day end” operation shall then be initiated. The file will be created once a day only either at day-end i.e. when the operations at the locations are over or predefined time (configurable).

The format for the data will be

Field Name Data Type

Description Item Size Decimal Remarks Remarks1

Business Unit String 5 Tank ID String 8 Date Date 10 DD/MM/YYYY

Time Numeric 6 24hour format HHMMSS

Description String 30 Tank Capacity Numeric 15 Unit of Measure String 2 LT

Item Number Numeric 8 JDE Item Number

Product Level Numeric 7 2 in CMs 99999.99 Product Gross Quantity Numeric 15 3 in Litres Product Net Quantity Numeric 15 3 in Litres

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Average Temperature Numeric 6 2

Degree Centigrade 999.99

Density @ 15 Numeric 6 4 9.9999 Water Level Numeric 15 2 in CMs 999.99 Water Volume Numeric 10 3 in Litres Tank Alarms Numeric 3

Tank Mode Indicator Character 1

R- Receipt / D - Dispatch / I – Idle

Tank Status Character 1

Active / Inactive / Repair

Tank Farm Inventory Accounting: Wherever TFMS is integrated with JDE, all the three parameters level of the product in tank, temperature and density of the product shall be taken through TFMS equipments i.e. Radar level gauge, temperature sensor and pressure transmitter. However, following schedule of calibration / verification of the equipments and manual recording of various parameter reading shall be captured: 1) Output of Radar Level Gauge shall be checked once in a month And compared with the manual reading. In case of drift in readings observed, the same may be taken up with OEM for correction. 2) Zero setting of pressure transmitter to be verified once in a quarter. In case of drift in Zero setting, the instrument needs to be calibrated with hart calibrator. 3) During month end closing, manual gauging of tanks, recording of Temperature and density of the product through calibrated Thermometer and Hydrometer shall be undertaken at a particular cut off time and compared with the corresponding TFMS readings. In case of any abnormal deviation, detailed analysis shall be Undertaken to find out the root cause of the deviation. Manual Readings shall be recorded in the gauge book maintained at the location.

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�� Fire Water Pump Automation LRCS

Fire water pumps are available at all HPCL terminals/ Depots. Out of these, some pumps will work for regular fire fighting operation and others will work as standby. Manual Call points are installed at various points inside the location. Pressure switch is installed at hydraulically remote point which is used to measure 7 Kg/Cm2 pressure on Hydrant line. Activation of any manual call point will start the first fire pump (designated as Main 1 in the System). If first pump will not maintain 7 Kg/Cm^2 pressure on hydrant line within 15 Sec (Configurable), then 2nd pump (designated as Main 2 in the System) will operate and so on. Standby pump will operate only in case a Main pump fails to operate. In case of 1st standby pump fails then 2nd stand by pump will aid in firefighting operation. Last firewater pump shall be stopped manually.

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Resetting of MCP: Manual Call points are activated by breaking the glass. As soon as MCP is activated following operations take place • All loading in gantry will stop. • All product pumps will stop when TAS is integrated with VFD. • Fire engine will start . • Depending on the pressure in the line (based on pressure switch

feedback), 2nd engine will start in 15 seconds time.

After the firefighting jobs are over, in order to restart the operation the glass cover needs to be replaced. As an exception, the MCP can be reset from the System also thereby bypassing the broken MCP and making the balance System healthy. It is recommended for location to keep in spares such glass and replace the same as soon as one is broken. ESD function ESD is commonly known as Emergency Shut down This feature is provided in TAS to shutdown the loading operations. The ESD buttons are spring loaded and are provided at mostly three/four places at various places like Office Building, Gantry, Pump house, security etc., at the locations. They are similar to MCP buttons except they are painted grey in colour. Apart from these push buttons provided in the field, ESD is also provided in the System. When ESD is activated in field by breaking glass, following operations take place • All TLF pumps which are integrated in TAS shall be stopped by System. • Stop Entire loading on TLF. • MOVs In case MOVs are not provided, then the operator shall ensure that the line is thru’ prior to putting the System in Auto mode. In this case, no automatic opening / closing of valves will happen and the field operation needs to be done manually.

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Reset ESD Resetting of ESD is must before plant is started again . Resetting can be done through soft button provided on OIC screen or through reset hard button provided in the PLC panel. All the loads in gantry will be resumed after showing Officer card at each loading point. Difference between MCP operation and ESD operation In case of ESD activation the gantry& other operations will come to stand still. In case of MCP activation, fire engines will be activated in addition to ESD operation. During fire drills, working of ESD/MCP must be checked and broken glass of MCP must be replaced thereafter.

REQUISITE FOR FIRE ENGINE AUTOMATION • Fire Engine shall be in good working condition.

• It shall be possible to operate the pump in local mode from the panel. It

shall be possible to get the required inputs from the panel.

• Regular Fire Drills shall be carried out through Manual Call points to ensure System healthiness.

• Randomly ESD shall be operated to check the healthiness

• Broken glass of MCP/ESD shall be replaced immediately.

• Cooling Line Valves shall be kept open always for the fire engines.

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�� Product Pump Automation Pumps can be operated either through the System (Remote) or locally through the push button. Integration of the Pumps with TAS can be done either directly through MCC or through VFD, if available. Selector switch is provided for Remote/Local (R/L) selection on the MCC control panel. If R/L switch is in Local mode, then all the interlocks will be by-passed and pump shall be operated from the field with local control switch/ push button. If R/L switch is in Remote mode, pump can be operated from the control Room in two-mode

o Remote Auto o Remote Manual

Soft button will be provided on the System screen to select Auto/ Manual. If the pumps are in Auto mode, then as soon as the pump demand is received, System starts the designated first pump. Staring / stopping of pumps are based either on Number of loading points in operation (if the pumps are integrated through MCC) or on the header line pressure (if the pumps are integrated through VFD). In case of VFD, only start command is given by the TAS and starting of pumps based on the header line pressure is taken care by the VFD. After completion of loading in all loading arms, pump shall keep running for 5 minutes (configurable) . If there is no pump demand for 5 minutes, pump shall stop automatically. Only failure of priority pump will cause the stand by pump to start. Pump Control Logic will monitor the remote / Local status of all pumps. Pump Fail alarm is displayed on screen. Following are Pump interlocks: • ESD • Low-Low Level of tank • Tank Dispatch MOV’s ( if available) Open status. • Pump suction MOV status(( if available) • Remote / Local Position of Pump Tank sequencing logic with MOVs, wherever available shall be as per the location requirement. All MOVs are multi-dropped and connected to PLC. Each MOV can be operated in Local as well as in remote mode.

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A. LOCAL MODE: When the selector switch of the actuator is in Local Mode, the valve can be opened and closed locally with open/close Pushbutton. B. REMOTE MODE: When the selector switch is in Remote, the actuator can be operated in two ways:

• Manual operation of MOV from PLC Screen: Actuators can be individually opened / closed from the PLC screen.

• Auto operation of MOV: Actuators can operate based on sequence logic prepares on PLC. There are the following modes of tank operations:

o Receipt mode o Dispatch mode o Tank to Tank transfer mode o Dormant mode

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�� Management Information System and Alarm Management Terminal Automation System provides comprehensive information needed to manage the Terminal/depot operation effectively. This information shall be utilized to analyze the utilization of the assets for improving the operational effectiveness. The Report Module is capable of generating a wide range of reports - periodically as well as on demand. Periodic Reports generates automatically at the predefined interval like End of Shift Report, End of Day Report, End of Month report etc. Reports can also be generated on demand as and when required from the System like at any point of Time report is required for No. of T/T under loading. The user may:

o View a report o Print a report o Print a report that has been filtered by a particular

criterion Typically the following reports are generated by the System

• Bay wise truck loading report • Bay wise summary report • Product wise truck loading report • Product wise summary report • BCU wise truck loading report • BCU wise Totalizer report • Customer wise truck loading report • Customer wise summary report • Truck wise loading report • Local loading report • TTES Lorry assignment report • Truck cancellation report • Aborted Truck report • Bay Reallocation report • Audit Trail • Truck Event report • Card Authorization report • Tank Truck movement report • Product wise tank movement report

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• Tank wise tank data on demand report • Product wise tank data on demand report • Exception reports

Reports can be taken daily, weekly, monthly or any given date range. Some typical Reports are attached. Presentation of these report may vary for different Vendors Bay wise Loading Report :

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Bay wise summary Report

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Product wise Truck loading report

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Loading Point Wise Loading Summary Report

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Customer Wise Truck Loading Summary Report

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Product Wise Tank Data – On Demand

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Tank Wise Tank Data – On Demand

Events The LRC has a defined “Event Management System”, which generates an audit and event log for each action identified by it. These are logged on screen (Alarms screen, Operator actions screen & Events Screen), in the database. Alarms are brought to the operator’s notice as and when they occur by display in the current alarm bar on the operator screens. The current alarm bar displays the current alarm detected by the system and is available on all screens.

• The system shall stop the loading of product at all loading points of particular product in case the header pressure falls below the set pressure. Such set pressure shall be configurable in the system. Such events shall be captured under events screen.

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ALARMS Alarm is generated for an error condition identified by the System. It is displayed to the operator immediately on occurrence to enable appropriate corrective action. For each alarm encountered in the System, it is necessary to acknowledge the same before the alarm condition status can be reset

Alarms can be:

• Process alarm which occurs due to change in process condition beyond configured limit like no flow detected or flow rate too high

• System alarm like BC 1 communication failure

LRCS polls each connected device at regular intervals - to determine healthiness of communication - If it does not receive reply from polled device within stipulated time, it raises a telemetry alarm.The alarms can be classified as per priority wise (as Severe, Not urgent etc) or depending upon the source of alarm. For very critical, audio annunciation is also provided. Hooter alarm will typically be activated in any one or all of the scenarios

1 Failure of either LRCS server. 2 Failure of either Gateway server. 3 Failure of entire TFMS not communicating to LRCS. 4 Failure of CIU. 5 Hi- Hi alarm reached in any one of the tank. 6 Activation of ESD

All the alarms will be displayed in the alarm tabs and user needs to take appropriate action once hooter alarm is activated. For balance alarms which may be critical in nature, user needs to frequently check the alarms section and take action accordingly. Apart from the alarms the System status screen will help the user to know the health of various computers installed, health of entire networks, UPS, VFD, PLC, PLC down links. The component which is not working will be shown in Red colour and help user in identifying the faulty path or components. In case of entire TFMS communication failure all readings in Tank summary screen will appear in red blinking colour and communication error message will be displayed on the screen. In case of any one gauge failure the details for that particular tank will appear in red blinking colour indicating that the tank details given by System are not correct.

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MAINTENANCE AND TROUBLESHOOTING

Comprehensive Annual Maintenance Contract (CAMC): Agreement for comprehensive annual maintenance contract shall be entered by the location with the Vendor immediately after the expiry of the warranty period. CAMC shall consist of cost of all spares, equipment, instruments and services etc. Normally, the CAMC rates/per year post warranty period is approved as part of the Automation tender by appropriate purchasing authority and thus no separate purchase approval is required for AMC Spares Management: For smooth running of TAS, it is inevitable that adequate Spares are maintained at all times. First of all it must be ensured that all spares as listed in Purchase Order is supplied by TAS vendors / OEMs. A history of spares consumption and detail of frequently required spares must be maintained as knowledge management. There must not be any down time due to spares. Loss of productivity / sales due to poor spares management is unacceptable. Typically the following maintenance schedule shall be strictly followed. Resident Engineer, wherever posted shall submit the maintenance activity carried out by him every fortnight.

Sr. No

DESCRIPTION FREQUENCY

1 Batch Controller Input / Output Display, Configurations and Communication with LRCS Pulse Input

Once in Two months

2 Metering System PD Meter Functionality check Check for leakage if any

Quarterly

3 Strainer cum air eliminator Functionality check Check for leakage if any Cleaning of strainer basket etc.

Quarterly

4 Digital Control Valve Functionality check Check for leakage if any Tuning of the needle – If required, Functionality of SOVs.

Quarterly

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5 Loading Arm Functionality Check Swivel joint greasing, Spring Tension checks and Vacuum breaker cleaning

Quarterly

6 Density Meter Checking of the connectivity with the System, Cleaning the strainer Functionality check

Once in a week

7 Computers and Networking Systems Connectivity of all the networking components as per the System Architecture. Mouse , Keyboard , Monitor , Adam , Hub Terminal Server Anti Virus updates

Monthly except Anti Virus updates which shall be checked weekly

8 Data Back Up Monthly 9 ESD System Monthly 10 Panel Equipment

Power Supply Unit Hooter Relay / MCB

Quarterly

11 PLC System Checking the connectivity of the Genius bus and other I/O modules. Connectivity with the LRCSS System Checking the redundancy of PLC System Functionality of each modules

Quarterly

12 UPS System Checking of the cable/ MCB etc. Checking of the battery functionality Checking of the servo voltage stabilizer Checking of the battery backup

Monthly

13 Tank Farm System Communication Check RTD Connection Checks Verification of electronics measurements Vs Manual Measurements

Monthly

14 Gate Barrier System Checking of Infra red Transmitter and Receiver unit Functionality of the Gate Barrier in local and Remote mode Setting of various limit switch – if Required

Once in Two Months

15 Fire Engines Operational checks through Auto sequence Healthiness of MCP

Monthly

16 EDU System Operation check of EDU through TAS and SELF TEST BUTTON available at voice controller of EDU System. Check the audibility of EDU Speakers

Quarterly

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Formulas : Master Reading in Pulse K – Factor = ----------------------------------------- Prover Reading in Litres K – Factor (Max) – K – Factor (Min) Repeatability at Flow Rate = +/- --------------------------------------------------- *50 Average K – Factor Linearity of the Meter = +/- Overall K – Factor (Max) – Overall K – Factor (Min) --------------------------------------------------------------*50 Average K - Factor

Formulas : Master Meter Pulses Master Meter Reading in Litres = ------------------------------- Actual K - Factor Test Meter in Pulse Reading K – Factor of Test (Bay) Meter = +/- ---------------------------------------------- Master Meter Reading in Litres Repeatability at Flow Rate = +/- K – Factor (Max) – Overall K – Factor (Min) -----------------------------------------------------*50 Average K - Factor Linearity of the Meter = +/- Overall K – Factor (Max) – Overall K – Factor (Min) Under Test --------------------------------------------------------------*50 Average K - Factor

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Glossary: TAS Terminal Automation System LRCS Loading Rack Computer OIC Operator Interface Console(Computer) FAN Filling Advisory Note TM Terminal Manager DCV Digital Control Valve TLF Tank Lorry Filling ESD Emergency Shut Down PD Meter Positive Displacement Meter PT Pulse Transmitter GWS Gateway Server DCS Digital Control System PLC Programmable Logic Controller CTS Custody Transfer System BC/BCU Batch Controller / Batch Controller Unit RIT Remote Interaction Terminal EDU Electro-Magnetic Display Unit MMI Man Machine Interface TFMS Tank Farm Management System TTES Tank Truck Entry System MOV Motor Operated Valve I/O Input / Output HATG Hybrid Automatic Tank Gauges HBV Hammer Blind Valve MMI Man Machine Interface

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Graphics: User Friendly Man Machine Interface (MMI) are provided in the System for ease of use andto have complete view of the Depot/Terminal operations at the click of the mouse. The User can have complete real time and dynamic overview of various facilities like Gantry, Tank Farm, Product Pumps, Fire Engines, Gate Barrier etc. Further the user can also view the details of each individual facilities based on his requirement. Some typical MMI screens are attached. Presentation of information on screen may vary with different Vendor

GANTRY OVERVIEW SCREEN

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LOADING POINT SCREEN

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BAY QUEUE STATUS SCREEN

tas handbook final booklet - hindustan petroleum

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