8474L-081-ML-001-A

VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL VOLUME 36 JETTY TOPSIDES (MARINE LOADING) UNIT 081 BOOK 1/X 8474L-081-ML-001- A VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES - MARINE LOADING (081) TABLE OF CONTENTS BASIS OF DESIGN 1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 2. DUTY OF PLANT FEED CHARACTERISTICS PRODUCT SPECIFICATION MATERIAL BALANCE BATTERY LIMIT CONDITIONS DESIGN FEATURES GAS AND LIQUID EFFLUENTS DESCRIPTION OF PROCESS 2.1 2.2 2.3 2.4 3. LOADING ARMS AND CUSTODY METERS SLOPS AND OILY WATER COLLECTION LOADING ARM STRIPPING UTILITY SYSTEMS DESCRIPTION OF UNIT CONTROL 3.1 3.2 3.3 4. DESCRIPTION OF FLOW WITH CONTROLS OPERATING CONDITIONS PROCESS VARIABLES UTILITY, CHEMICAL AND CATALYST REQUIREMENT 4.1 4.2 UTILITY CONSUMPTION CHEMICAL CONSUMPTION 5. PREPARATION FOR INITIAL START-UP 6. NORMAL START-UP 6.1 6.2 6.3 6.4 6.5 SUMMARY OF FEED TO UNIT FINAL PREPARATIONS STREAMING PRODUCTS NORMAL OPERATION ALTERNATIVE OPERATION 7. NORMAL SHUTDOWN 8. EMERGENCY SHUTDOWN PROCEDURES 8.1 8.2 8.3 8.4 8.5 8.6 9. GENERAL EMERGENCY SHUTDOWN POWER FAILURE STEAM FAILURE INSTRUMENT AIR FAILURE NITROGEN FAILURE MECHANICAL FAILURE SAFETY EQUIPMENT AND PROCEDURES 9.1 9.2 9.3 9.4 9.5 9.6 9.7 10. PRESSURE SAFETY DEVICES ALARM SETTINGS TRIP SETTINGS TRIP SYSTEM CHART CAUSE AND EFFECT DIAGRAMS MATERIAL HAZARD DATA SHEETS SAFEGUARDING MEMORANDUM INSTRUMENT DATA April 2007 Rev. :A Chapter : Page :1 VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES - MARINE LOADING (081) 11. 11.1 11.2 11.4 SUMMARY OF MAJOR EQUIPMENT EQUIPMENT LIST PUMPS OTHER VENDOR INFORMATION 12. ANALYSIS 13. PROCESS CONTROL 13.1 13.2 13.3 13.4 14. 14.1 14.2 14.3 14.4 April 2007 Rev. :A Chapter : Page :2 DISTRIBUTED CONTROL SYSTEM (DCS) INSTRUMENTED PROTECTIVE SYSTEM (IPS) AND SAFEGUARDING SYSTEMS CONTROL CENTRE OTHER SPECIFICATIONS DRAWINGS PLOT PLANS PROCESS FLOW DIAGRAM PIPING AND INSTRUMENTATION DIAGRAMS OTHER DRAWINGS tie up.000 to 30. diesel oil will be imported via the SPM (unit 82) and LPG will be imported via the jetty. de-ballasting (for fuel oil tankers only). Product Propylene LPG Mogas92/95/ FRN(*) Mogas 90 Jet A1/Kerosene Auto Diesel Fuel Oil Product Tankage to Ocean Berths No No Yes Yes No Yes Bunkering only Product Tankage to Coastal Berths Yes Yes Yes Yes Yes Yes Yes (*) Mogas 92/95 rundown and export facilities may also be used for Full-range Naphtha (FRN) export. when there is no Fuel Oil loading.4 BERTH OCCUPANCY. MOVs. The table below shows distribution of products regularly exported at the Ocean and Coastal Berths. ESD valves as well as other facilities including custody transfer flow meters and oily water collection and disposal systems.1.2 DESIGN CODES/STANDARDS The design of Jetty Topside complies with relevant guidelines/recommendations published by the following organizations: • International Maritime Organisation (IMO) • Oil Companies International Marine Forum (OCIMF) • International Safety Guide for Oil Tankers and Terminals (ISGOTT) 1. :A Chapter : 1 Page :1 The Jetty is located in Dung Quat Bay. complete paperwork.000 DWT and Coastal Berths are designed to handle vessels in the range 1.3 PRODUCTS HANDLED AT BERTHS The Jetty Topside facilities are designed to receive products by pipelines from Product Tankage and to load the products into ocean and coastal carriers at the respective berths.000 DWT for LPG and Propylene. Bunkering Fuel Oil is available at each berth via hose connections. untie and leave the berth. Fuel Oil will not be imported via the Jetty. At Refinery start-up. The Ocean Berths are designed to handle vessels in the range 15. 1. which in turn is located approximately 5 km north of the Refinery The Jetty Topsides facility includes the loading arms. NUMBER OF BERTHS REQUIRED The time that a vessel occupies a berth includes the service time taken to approach the berth. approximately 2km west of Product Tankage.1.1. connect loading arms. detach loading arms. .000 DWT for the other products.MARINE LOADING (081) 1.1. 1.1 DUTY OF PLANT 1. BASIS OF DESIGN 1.000 to 2. and in the range 3.000 to 5.1 DESCRIPTION OF UNIT April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . In the design case 75% of the Mogas and Auto Diesel are exported via the ocean berths. . The total occupancy of the two Ocean Berths is maximum 39. LPG and propylene exported via Coastal Berths. with a total maximum occupancy of 43% and a minimum of 31%. A 4 hour service time has been considered for Mogas. Hence in determining the number of berths required. JetA1/Kerosene.5 %. there is a risk of congestion at the berth or berths.0 % and minimum 19. The service time and calculated time indicated in the tables are based on assumptions only and subject to change depending on actual operating philosophy and local port regulations. The table in the following page gives berth occupancy for this Design Case. For Mogas and Auto Diesel exported via ocean berths the service time of 8 hours has been considered. For Fuel Oil exported via coastal berths the service time is 7 hours. :A Chapter : 1 Page :2 The berth occupancy is calculated based on the number of parcels per year taking into account berth outage due to bad weather.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . LPG. 5 and 6 are coastal berths – intended to handle coastal carriers. 60% to 70%). • Berths 3. target berth occupancy of 55% has been used. • Export from Coastal Berths by tankers of minimal and maximum DWT both require 4 berths. A berth with the occupancy of 55% is considered to be optimally loaded. and the remaining 25 % being exported via the coastal berths. 4. Outage of 8 days due to bad weather has been accounted for the coastal berths only. Jet A1/Kerosene and Fuel Oil are exported via coastal berths. resulting in vessel being delayed and demurrage charges being incurred. Six product berths in total are provided: • Berths 1 and 2 are ocean berths – intended to handle ocean carriers. Auto Diesel. In practice if the berth occupancy is significantly higher than 55% (i.MARINE LOADING (081) April 2007 Rev.e. 100% of Propylene. The table demonstrates the following: • Export by ocean tankers requires two Ocean Berths. 7 MG 90 30.7 20.0 7.0 Berths 3 & 4: MOGAS.0 37.3 Average of 4 Berths 32.25 99 164 14.832 9. #1 & #2 19.5 9.75 49 99 11.000 15.2 Ocean Berth Occupancy Rate Berth #1 and #2 Fraction of Production Max Min Loading Rate (m3/h) Max Min Service Time (h) Max Min Max Min Max 0.6 .000 2800 1400 8 8 20.1 1 Berth 39.223 446395 AutoDiesel 0.1 0.00 94 157 14.760 8.1 14.775 1.576 1.00 348 536 36.7 17.725 5.8 9.6 45.0 78.000 DWT - 1.00 162 248 17.0 Fuel Oil 5000 3000 700 700 7 7 14.1 21. 4.7 Jet A1/ Kerosene 5000 3000 700 700 4 4 12.3 2.275 m3/DWT for LPG/Propylene 1.8 0.041 3299965 Fuel Oil 0.MARINE LOADING (081) Product Name Basic Design Data Production Rate Specific Gravity Design through-put (tonnes) Daily April 2007 Rev.0 Coastal Berths Occupancy Calculated Time (h) Max Occupancy % Calculated Min Coastal TankerStay Time (hours/tanker) Parcel Size (Dwt) Number Of Ships Fraction of Production Min Number Of Ships Occupancy % Calculated Min Min Max Max Propylene 2000 1000 400 400 4 4 9.1 ADO 30000 15.0 16. ADO.0 21.25 1.00 87 145 Coastal Berths Occupancy Rate Berths 3.3 Berths 5 & 6: LPG.75 30 60.2 20.099 401135 Hours/Day 24 24 Tanker Pay Load as Fraction of DWT 0.9 19.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .2 0.9 23.95 0.6 MG 90 5000 3000 750 750 4 4 12.0 2 Berths.7 10.2 8.7 11.0 LPG 2000 1000 400 400 4 4 9.9 AutoDiesel 5000 3000 700 700 4 4 12.000 DWT - 1 Ocean Tanker Stay Time (Hours/Tanker) Parcel Size (Dwt) Loading Rate (m3/h) Service Time (h) Ocean Berth Occupancy Calculated time (h) Max Min Max Min Max Min Max Min MG 92/95 30.25 60 100 8.3 MG 92/95 5000 3000 750 750 4 4 12.7 9.000 15.6 30. Jet A1 31.135 1874275 Jet A1/ Kerosene 0. 5 and 6 14.1 40.9 0.0 7. :A Chapter : 1 Page :3 Tanker/Berths Ocean Coastal Annual Annual Op Hours 8.3 1.2 0. Propylene & FO 34.885 1.2 43.5 39.122 1139530 MG 90 0.6 1.6 40.7 1 Berth 130.25 174 289 24.522 462 168630 Days/Year LPG 0.0 7.25 1.568 365 357 Propylene 0.5 161.135 414.000 3000 1500 8 8 21.75 87 174 20.95 MG 92/95 0.749 3.000 3000 1500 8 8 20. 000 DWT to 30. Ocean Berths 1.7. Loading of coastal vessels up to 5. .000 DWT to be loaded with MOGAS and Auto Diesel in not more than 14 hours.000 DWT will take not more than 10 hours.2 Product MOGAS Auto Diesel Jet A1 /Kerosene LPG Propylene Fuel Oil Coastal Berths 3. 1. .1.Loading arm availability: in case of a loading arm could be out of service.4 Coastal Berths 5. of loading arms NB No. of loading arms NB No.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . Space is also provided on each berth for the future addition of one loading arm and/or vapour recovery system. :A Chapter : 1 Page :4 LOADING ARMS Dedicated loading arms are provided for the following products: • LPG • Propylene • MOGAS • Auto Diesel • Jet A1/Kerosene • Fuel Oil Ballast water from fuel oil ships only will be discharged via the Fuel Oil loading arm.additional flexibility : a single ship can be loaded at twice one loading arm rate.4 of "International Safety Guide for Oil Tankers and Terminals" (ISGOTT) specify 7m/s as safe flow rate in the loading arms and vessels on-board pipelines. of loading arms NB 4 4 - 12” 12” - 3 3 2 - 10” 10” 10” - 2 1 1 10” (L) / 6” (V) 10” (L) / 6” (V) 12” Hose connection flange for bunkering Fuel Oil are 4’’NB size. • Requirements of p.6 LOADING ARM DIAMETERS Diameters of the product loading arms are determined accounting for the following: • Loading (pumping) rates were determined based on the following: the ocean tankers of 15. 6 No.MARINE LOADING (081) 1. The number of dedicated loading arms is as follows: Berth # Mogas Jet A1/ Kerosene Auto Diesel LPG Propylene Fuel Oil 2 2 1 2 2 2 1 1 2 3 2 1 1 4 1 1 5 1 Note (1) 1 6 Note 1: A crossover is provided to allow Propylene to be exported from the LPG loading arm in case berth 5 would be unavailable.1. and the two on berth 4 for Mogas will offer: .5 April 2007 Rev. The two loading arms on berth 3 for Auto Diesel. Space is also provided for future product header installation. . other than LPG and Propylene. The custody meter flow computer calculates the instantaneous and total mass flow rate and subtracts from the main loading flow meter to get the actual loaded mass flow. Each LPG and Propylene loading arm includes connection to dedicated vapour return lines as a 'piggyback' design (one LPG line connected to LPG spheres. :A Chapter : 1 Page :5 LOADING HEADERS A single common product header serves each product supplied to ocean and coastal berth loading arms from Product Tankage.7 April 2007 Rev. no vessels for recovering products are required. are provided with two dedicated loading arm stripping pumps – one for each berth. Each product pipeline has an isolation MOV installed close to each loading arm. and minimize potential of products contamination. draining of manifolds and loading arms is not required in normal operations. Bunker Fuel is available at each Berth via hose connections.1.MARINE LOADING (081) 1. Each product loading arm manifold. Six berths are grouped in three pairs of berths. Downstream of the custody meters. Thus. Each manifold is provided with adequate number of MOVs to ensure proper segregation and isolation between the berths. products allocation to Berths is provided as follows: Three headers are routed to Ocean Berths 1 and 2 for the following products: • Mogas 92/95 • Mogas 90 • Auto Diesel Four headers are routed to Coastal Berths 3 and 4 for the following products: • Mogas 92/95 • Mogas 90 • Auto Diesel • Jet A1/ Kerosene Three headers are routed to Coastal Berths 5 and 6 for the following products: • Propylene • LPG • Fuel Oil. Each LPG and Propylene loading arm is provided with an emergency release coupling. for remote disconnection of the loading arms from the vessel in an emergency. bunkering is intended to be done only when there is no fuel oil loading in berth 6. For clearing LPG and Propylene liquid arms.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . tanker vapor is re-circulated from higher pressure tank to lower pressure tank via vapor / liquid loading arm and jump-over line. which pump the contents of the loading arm and loading arm manifold into outboard section of the appropriate loading arm when pumping from storage is completed. As there is no “multiple product” loading arm. A pressure gauge in the vapour return pipelines is provided to record the pressure on the ship during loading. An orifice flow assembly (“senior” or equivalent) that is part of the LPG and propylene custody metering skids is provided in each of the vapour return line that will measure the vapour return flow from the ship. All other loading arms are provided with quick-release couplings. each product has a loading manifold that is common for a pair of berths. In order to ensure safe and flexible loading operation. one Propylene line connected to Propylene spheres). 1. 2 (2×) Berths 3. The flow meter for measuring the small vapour return flow from each vessel loading LPG or Propylene shall be an orifice flow assembly (type “senior” or equivalent) with temperature and pressure correction. This valve will be used to ramp up and ramp down the loading rate at the start and end of each loading operation.11 HEAT TRACING OF FUEL OIL To ensure that the Fuel Oil export pipelines and associated facilities can be left static in between parcels during outage periods. 1. 4 Berths 1. located not less than 70m from the Berth. at start loading phase. 1. ƒ Mogas and ADO (Coastal loading) ƒ Jet A1/Kerosene (Coastal Loading) ƒ Fuel Oil. On each product pipeline (other than LPG and Propylene) one ESD valve is provided on-shore close to the Jetty foot.10 FLOW CONTROL Downstream of each of the custody transfer flow meters. the linear flow velocity shall not exceed 1 m/sec. electric heat tracing of the fuel oil pipelines is provided.MARINE LOADING (081) 1.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .1. there is a flow control valve. 4 (2×) Berth 6 The products custody transfer meters and compact provers are located as close to the point of loading as possible. 1. 6 Berths 1. 4 (2×) Berths 3.9 CUSTODY METERS Transfer of all products exported via the Berths is measured by custody transfer flow meter. The flow control signal shall be supplied from the appropriate custody transfer flowmeter. each Propylene export pipeline and on the LPG and Propylene Vapour Return pipelines.1.8 April 2007 Rev. and one ESD valve is provided at the Berth. Likewise.1. two ESD valves are provided on-shore close to the Jetty foot. seven spare custody meters are kept in the warehouse. which is part of the custody metering system. Product Propylene LPG Mogas/FRN Mogas Jet A1/Kerosene Auto Diesel Auto Diesel Fuel Oil Custody Flow Meter in Pipeline to: Berth 5 Berths 5. All ESD valves are pneumatically actuated tight shut-off ball valves. Compact meter provers will be used for each group of product as follows: ƒ LPG ƒ Propylene ƒ Mogas and ADO (Ocean loading). The following pipelines are equipped with custody transfer flowmeters. :A Chapter : 1 Page :6 EMERGENCY SHUTDOWN VALVES On each LPG export pipeline. In accordance with SIGTTO and ISGOTT requirements. Each of the provers listed above is provided with a warehouse spare. . 2 (2×) Berths 3. Instantaneous and total mass flowrate shall be calculated. and two ESD valves are provided at each Berth located a minimum of 70m from the Berth. 1.1. section 1.13. by optimization of ESD Valves Closure time. At each Berth there is a hose connection to supply and meter potable water supplied to the vessel at the Berth.1.4 MATERIAL BALANCE Refer to the PFDs attached in chapter-14. A nitrogen receiver is located onshore in the vicinity of the Jetty foot that provides buffering capacity to meet the demand during short-term periods of high flow (e. An instrument air receiver is located onshore in the vicinity of the Jetty foot that provides buffering capacity for safe operation of the pneumatic ESD valves. closure of an ESD valve (either an ESD valve on-board a vessel or an ESD valve located in the Jetty Topsides). A pressure surge Analysis was performed in order to provide safe facilities. .. 1.2 in the operating manual of Unit-052 1.1.MARINE LOADING (081) April 2007 Rev. when LPG loading arms are blown down). :A Chapter : 1 Page :7 1. 1. for example. 1.1.3 INSTRUMENT AIR Instrument air is supplied to Jetty Topsides by pipeline from Product Tankage.1 POTABLE WATER Potable water is piped to the JCC and substation-10 and for distribution to safety showers and utility stations within the Jetty area from the water supply system of Product Tankage.13 UTILITY SYSTEMS 1.13. section 1.2 NITROGEN Nitrogen is supplied to Jetty Topsides by pipeline from Product Tankage.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .3 in the operating manual of Unit-052.3 PRODUCT SPECIFICATION Refer to Chapter-1.13.2 FEED CHARACTERISTICS Refer to Chapter-1.g.1.12 SURGE ALLEVIATION The design of the export systems takes into account overpressure due to high surge pressures arising from. Pumps pressure and Pipes size. 1. steam tracing is provided. Propylene liquid and vapour conditions are based on a supply temperature of 40ºC. The liquid loading arm is equipped with a smaller diameter line mounted piggy-back for transfer of vapour. continuous electric heat tracing. Downstream of each custody meter. Heat Tracing of LPG and Propylene vapour return lines In order to prevent condensation of the LPG and propylene vapour in the return lines.5 1.5 1.0 20. maintained at 40ºC.5 1.5 1. the pressure at ship inlet depends on the vapour pressure corresponding to the actual composition and temperature.5 1. kg/cm2g 1. Piggy-back Vapor return system on LPG and Propylene service During the loading of LPG and Propylene. is provided from the loading arm (vapour return arm) up to the product tankage area battery limit. :A Chapter : 1 Page :8 BATTERY LIMIT CONDITIONS Product Destination Flow Rate (m3/h) Mogas 92/95 Mogas 92/95 Mogas 90 Mogas 90 ADO ADO Jet A1/Kerosene Fuel Oil LPG (Note 1) LPG Vapour (Note 1) Propylene (Note 2) Propylene Vapour (Note 2) Berth 1/2 Berth 3/4 Berth 1/2 Berth 3/4 Berth 1/2 Berth 3/4 Berth 3/4 Berth 5/6 Berth 5/6 Berth 5/6 Berth 5 Berth 5 3000 750 3000 750 2800 700 700 700 400 4522kg/h 400 10823kg/h Pressure at Ship Connection.5 April 2007 Rev. A mechanical interlock through the double acting hydraulic cylinder prevents ERC operation before complete closure of both the ball valves.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .5 10. This smaller line is also equipped with an ERS and the hydraulic system is designed to ensure that the smaller line is uncoupled at the same time the main loading ERS is uncoupled.0 Notes: 1.MARINE LOADING (081) 1. 1. vapour return arms in piggy-back style are connected to the ship in order to transfer displaced vapours.1 18. there are several loading manifolds which are segregated by a number of MOVs before it is led to the respective loading arms. Within the product tankage area. For LPG. Advanced Process Control (for tanks inventory management) through OMS system Each product loading line is provided with dedicated custody meters. opening only the required . A hydraulic interlock prevents accidental operation of the ERC during parking or manoeuvring mode of the loading arm.5 1. Proper selection of the loading manifold.6 DESIGN FEATURES Emergency Release System for LPG and Propylene Loading Arms LPG and propylene loading arms in berths 5 and 6 are provided with emergency release system (ERS) in accordance with the OCIMF recommendations. dedicated operating and spare loading arms and dedicated loading lines. The ERS is a hydraulically operated system that comprises of an emergency release coupling (ERC) between two ball valves mounted in the vertical leg of the triple swivel assembly.5 1.1 8. The values given are based on an LPG composition of 60 mol% C4s and 40 mol% C3s supplied to the ship at 40ºC 2. . 1.2 SLOP OIL At the Jetty area.7. The OMS system enhances the basic controls implemented by the DCS by providing advanced supervisory and control functions. Each drum is provided with a dedicated vertical submersible pump. Like the OMS system. capture and download the meter prover K-factor.MARINE LOADING (081) April 2007 Rev. ballast water will be pumped directly to the ballast water tanks at Product Tankage for treatment. 1. The line-up of the MOVs in the jetty area for executing a ship loading movement and meter proving is under the control of the Oil Movement and Storage System (OMS). berth allocation for ships. the two grades of Mogas and Auto diesel share a common prover and line-up of the MOVs from the correct meter to the common prover is a prerequisite to ensure a proper proving operation. Rain water from canopy above the custody transfer flowmeter shed is classified as clean water and will be discharged directly to the sea. TAS is web-based client-server software used to automate the operations within the terminal for marine loading by interfacing with the refinery’s MIS for despatch order management. the TAS enhances the basic controls implemented by the DCS by providing advanced supervisory and control functions. and generate the loading reports on a periodical basis. :A Chapter : 1 Page :9 MOVs and closing the other MOVs is a prerequisite to ensure that there is no spillage or misloading and that the correct loading is executed.7. Likewise. oily slops are generated during maintenance in the vicinity of the loading arms and custody transfer flow meters. Each drum is provided with a dedicated vertical submersible pump. the OMS system for executing the despatch orders.7 GAS AND LIQUID EFFLUENTS 1. The main functions of the TAS is to control the auto start-stop of the loading pumps. control the initial. compute the actual quantity loaded for comparison with target quantity. These oily slops are routed via dedicated line to the oily water drum located in each berth and pumped out into the ballast water pipeline.1 EFFLUENT. SLOPS AND BALLAST WATER Effluents/slops from Jetty Topsides and from vessels at the Berths are segregated and handled as follows.7. The OMS minimizes the risk of errors in the field such as misloading and undetected leaks. 1.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . peak and final loading rates through the custody metering systems.3 OILY SURFACE WATER (OWS) All OWS from berth areas are routed through a separate collection header to the oily water drum located in each berth and pumped out into the ballast water pipeline. Facilities are provided at Berth 6 to off-load and meter ballast water from vessels transporting Fuel Oil. Using the vessel on-board pumps via the Fuel Oil loading arm. DCS and ESD systems. Advanced Process Control (for product despatch) through Terminal Automation System The marine loading operations are controlled by the Terminal Automation System (TAS). A crossover has been provided to allow propylene to be exported from the LPG loading arm in berth 6 (LA-8162) in case berth 5 is unavailable. The table below shows distribution of products for the six berths. 5 & 6) are designed for handling smaller coastal carriers. The Jetty Topside facilities are designed to receive products by pipelines from the product tankage and to load the products into vessels at the ocean and coastal berths. drums. 2. ESD valves. The jetty topsides facilities include the loading arms. etc.1 Product Product tank farm to Ocean Berths Product tank farm to Coastal Berths Mogas 92/95 Yes (Berth 1 / 2) Yes (Berth 3 / 4) Mogas 90 Yes (Berth 1 / 2) Yes (Berth 3 / 4) Auto Diesel Yes (Berth 1 / 2) Yes (Berth 3 / 4) Jet A1/Kerosene No Yes (Berth 3 / 4) LPG No Yes (Berth 5 / 6) Propylene No Yes (Berth 5) Fuel Oil Bunkering only Yes (Berth 6) LOADING ARMS AND CUSTODY METERS The loading arms provided in each berth are as follows: Berth # 1 2 3 4 MOGAS Auto Diesel Jet A1/ Kerosene LA-8111 LA-8113 LA-8112 LA-8114 LA-8121 LA-8123 LA-8122 LA-8124 LA-8134 LA-8144 LA-8145 LPG Propylene Fuel Oil – – – – – – – – LA-8131 – – – LA-8143 LA-8141 – – – LA-8133 LA-8135 5 – – – LA-8152 LA-8151 – 6 – – – LA-8162 Note (1) LA-8161 Note: 1. of which two (berths 1 & 2) are designed for handling ocean carriers and four (berths 3.MARINE LOADING (081) 2. as well as other facilities. A single common product supply header for each product serves to supply the ocean and coastal berths.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . :A Chapter : 2 Page :1 DESCRIPTION OF PROCESS The jetty is located in Dung Quat Bay.. There are six berths. MOVs. one propylene vapour line connected to propylene spheres). . Each LPG or propylene loading arm includes connection to dedicated vapour return lines as a 'piggyback' design (one LPG vapour line connected to LPG spheres. custody transfer flow meters. approximately 2 km from the product tank farm. 4. April 2007 Rev. Mogas. There is one drum in each berth. the remaining liquid in the loading arm and in the line up to the loading arm isolation MOV are pumped out into the ship via outboard section of the appropriate loading arm. ADO. The oily water pump is automatically started by the level controller when a preset high level (below the LAH) is reached and automatically stopped when the preset low level (above the LAL) is reached. oily water is pumped out by the pump P-8110A/B/C/D/E/F into the ballast water tank located in the product tankage area. The number of custody metering skids for each berth is as follows: Berth # MOGAS Auto Diesel 1 2 3 4 5 6 A-8115 A-8116 A-8117 A-8118 – – A-8119 A-8120 A-8121 A-8122 – – Jet A1/ Kerosene – – A-8123 – – LPG Propylene Fuel Oil – – – – – – – – A-8127 – – – – – – A-8130 LPG Propylene Fuel Oil – – – – – – – – – – – – A-8125 The available custody meter prover skids are as follows: Berth # MOGAS 1 Auto Diesel A-8150 2 3 – A-8151 4 Jet A1/ Kerosene – A-8155 5 – – – 6 – – – A-8153 A-8154 – – A-8130 All products loaded are measured in temperature compensated net volumes by the respective custody transfer meters. All MOV line-up is done by the OMS prior to commencement of loading operations. Ship loading pumps in the product tank farm are automatically started and stopped based on loading demand (loading rate) by TAS. Drains from custody meters. :A Chapter : 2 Page :2 Each LPG and Propylene loading arm has an emergency release coupling. when there is no fuel oil loading in berth-6. JetA1/Kerosene and Fuel Oil). for remote disconnection of the loading arms from the vessel in an emergency. An electric motor driven loading arm stripping pump is provided for this purpose in each berth . 2. Bunkering lines is provided at each berth to load bunker fuel to ship via flexible hose. 2. after completion of loading operation.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . located at the end of the berths near the berthing dolphin. Measurement of all products exported via the berths is by custody transfer flow meters.3 LOADING ARM STRIPPING For all liquid products (namely. All other loading arms have quick-release couplings.2 SLOPS AND OILY WATER COLLECTION Oily surface water is routed by gravity through an underground line into the Oily and Surface Water Collection Drum (D-8110A/B/C/D/E/F).MARINE LOADING (081) April 2007 Rev. From the drums. bunker hoses and TSV discharges are routed through the separate light slop oil (LSO) header to the same drums. The suction and discharge connections to the loading arm are done by hoses that are supplied with each pump. :A Chapter : 2 Page :3 (P-8122 for berth-1. Instrument air is mainly used for the pneumatically actuated ESD valves and flow control valves (in the custody meters and bunkering lines). Nitrogen is mainly used in the utility stations for purging and pressure testing of the LPG and propylene loading arms when required. which has two local readings – one indication for volume flown for each loading batch (which can be reset) and another for cumulative indication of total volume loaded (which is normally not reset and can be used for any inventory reconciliation).VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . P-8119 for berth5 and P-8118 is a common spare). Potable water that is loaded to the ship is metered by turbine type water meters. All the pumps are compatible for any of the liquid products mentioned above. and have an in-built automatic stop facility when there is no liquid to pump and running dry. The capacity of the Instrument Air receiver can supply instrument air for up to 36 minutes in the event of loss of supply from the product tank farm. P-8120 for berth-3. P-8123 for berth-2. Nitrogen is also used to pressurize the hydraulic accumulator of the LPG and propylene loading arm’s ERS. eye-washes and safety showers) and for loading to ship. Potable water is directly supplied to the users (utility stations. An Instrument Air receiver (D-8124) that acts as a buffer vessel is provided for instrument air receiving and storage. The D-8124 is located onshore close to the jetty foot. A nitrogen receiver (D-8123) that acts as a buffer vessel is provided for nitrogen receiving and storage. nitrogen and potable water are the only utilities required in the jetty and these are supplied by pipeline from the product tank farm. The pumps are mounted on a trolley to facilitate movement within the berth area. which is a rare requirement and typically done once in 6 months. The loading arm stripping pumps are progressing cavity type (helical gear).4 UTILITY SYSTEMS Instrument air. One meter is provided for each berth. . P-8121 for berth-4. The drum D-8123 is located onshore close to the jetty foot.MARINE LOADING (081) April 2007 Rev. 2. Operation and Maintenance Manual of the TAS (8474L-500-A5016-1515-008-108) – will be inserted. under the sections 4.2 and 6.1 DESCRIPTION OF FLOW WITH CONTROLS April 2007 Rev.3 PROCESS VARIABLES Refer in section 3. DESCRIPTION OF UNIT CONTROL 3.1) for details on operational process variables for ship loading. :A Chapter : 3 Page :1 Jetty Topsides Area Control and Shutdown Philosophy (8474L-081-CN-0008-001) – will be inserted.2. Ship loading Operating Philosophy (8474L-081-CN-0008-002) – will be inserted.MARINE LOADING (081) 3. 3. 5.2 OPERATING CONDITIONS Refer to the following jetty topsides process flow diagrams attached in Chapter-14. Ship loading Operating Philosophy (8474L-081-CN-0008-002. 8474L-PFD-0010-001 8474L-PFD-0010-002 8474L-PFD-0010-003 8474L-PFD-0010-004 3.2. Loading Arm Control System Description (8474L-081-A3501-4026-051-001) – will be inserted Operation and Maintenance Manual of the OMS system (8474L-500-A5015-1518-007-106) – will be inserted.1. .VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . :A Chapter : 4 Page :1 The following utilities supplied to the Jetty from the product tankage area: (i) Instrument Air (for pneumatically actuated ESD valves.1 UTILITY CONSUMPTION April 2007 Rev. CHEMICAL AND CATALYST REQUIREMENT 4.2 CHEMICAL CONSUMPTION There is no chemical and catalyst requirement for Unit 081 for the products. UTILITY.MARINE LOADING (081) 4. . control valves and utility stations) (ii) Nitrogen (for utility stations and purging prior to maintenance) (iii) Potable Water (for ship loading. eye-wash and safety showers and utility stations) (iv) Electric Power Refer to Estimated Utility Consumption (8474L-081-CN-0003-001) – to be attached. 4. April 2007 Rev. :A Chapter : 5 Page :1 .VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .MARINE LOADING (081) 5. PREPARATION FOR INITIAL START-UP Refer to Pre-commissioning Procedures Series 8474L-000-PP-9XX. mooring operations. normal and emergency deberthing operations. 8. (Blind list to be elaborated on site by the commissioning team). 9. 3. through loading operations and up to disconnection of the loading arm.MARINE LOADING (081) 6. berth allotment procedures. The exact sequence of events depends on the flow scheme of the particular loading line.2 FINAL PREPARATIONS This procedure describes in general terms the steps to be followed for placing the unit on stream.e. pre-loading and post-loading survey operations. the following steps must be completed before the start-up.1. ship-shore safety checks. 6 Refer to section 1. 5. However. Ensure that electrical tracing for fuel oil line and Custody Transfer Meter is online. Ensure that electrical tracing for LPG and propylene vapor return line is online. Ensure that loading arm stripping pumps and relevant hoses are available. This operating manual will not contain any details related to basic port operations – i. :A Chapter : 6 Page :1 PROPYLENE LPG JET A1/KEROSENE FUEL OIL AUTO DIESEL MOGAS 90 MOGAS Product Tankage Unit 052 Ocean Ships Berth 1. . 1. 6. All unnecessary blinds removed. Electrical substation SS10 & 10A energized and ready to supply power. The sewers are in service.5 for number of loading arms for each product in each berth GENERAL NOTE: This operating manual (and chapter-6 in particular) will only cover all operations starting from loading arm connecting to ship. navigation system operations. 2 Coastal Ships Berth 3. All relief valves are tested and installed. and emergency spill response operations. Jetty Control Room energized and ready for operations. 7. berthing. 2. NORMAL START-UP 6.1 SUMMARY OF FEED TO UNIT April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 6. 4 PROPYLENE LPG FUEL OIL JET A1/KEROSENE AUTO DIESEL MOGAS 90 MOGAS MOGAS 90 AUTO DIESEL MOGAS Jetty Topsides Unit 081 Coastal Ships Berth 5. 4. ship-shore compatibility checks. All instruments and control systems are ready for service. 6. 2. TAS operator instructs the DCS/OMS operator to start line-up for the loading movement. 2.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 9. general fault alarms and ESD alarms from the loading arms will be available in the DCS.2. TAS operator ensures that the MOV’s on berth end on product lines are in closed position.4 April 2007 Rev. . TAS operator assigns the loading arm after communication with DCS/OMS operator. 6. Ensure that electrical heat tracing is switched on for the fuel oil line. However. :A Chapter : 6 Page :2 Complete the activities listed in Section 6.e the graphic display of the DCS. 11. If the tanks of the vessel are not clean and dry. Ensure that loading area is ready. NORMAL OPERATION The ship loading operations are normally controlled from the Jetty Control Centre (JCC) located on-shore close to the jetty-foot. strict precautions must be taken. OMS and TAS are provided in the JCC and the SCC. 4. Ensure that Custody Transfer Meter is reset to zero and ready to be put in operation. 5. Coordinate with all relevant parties involved in the product transfer. The design of the control system also allows the operations to be controlled from the Satellite Control Centre (SCC) which is located in the product tank farm – i. 3. loading arm hydraulic power unit is energized and arm is ready for operation. the product already on board should be carefully checked to ensure that it is on-specification and similar to the product to be loaded. It is recommended that the loading operations be controlled from the JCC for ease of communication and coordination with the jetty field operator(s). 4. The loading arm operation and controls have to essentially be done only from the field using the loading arm control panel (or the Jetty Head Console) provided in each berth in order to ensure that the loading arms are securely connected to the ship and also constantly monitor the loading operations for the entire duration. The Oil Movement and Storage System (OMS) will perform the necessary lineup. All safety equipment available. 10. Ensure that loading arm is correctly connected to the ship's manifold by the ship's crew jointly with shore personnel. Therefore loading arm operation and controls are not provided in the DCS (or control room).2. 5. Jetty Topside field operator validates through Operator Interface Terminal (OIT) that the loading arm is connected and is ready. 3. check if there are any leaks in the piping and instruments. fuel oil custody meter and prover and the LPG and propylene vapour return lines – if not already done as per section 6. STREAMING PRODUCTS 1. 6.4. TAS secures connection of loading arms and this information is made available to OMS. Jetty Topside operator/marine system operator connects the assigned loading arms. Agree the grades to be loaded with the responsible ship's officer. The refinery’s planner/scheduler issues ship loading orders to OMS/TAS. 8. For Jet A1/ Kerosene loading. 6. 6. Invite the ship's officer to witness the meter reading. The marine system operator and TAS operator assign the berth to the ship. 8.1 SHIP LOADING OPERATIONS Before loading a bulk barge/coaster it should be inspected by a responsible person to ensure that the ship compartments and on-board pipelines are suitable and in fit condition for loading the product.MARINE LOADING (081) 10. 7. 1. 7. or if the vessel is to be topped up. The general procedure for product loading is as follows. Upon starting the loading and while operating the system. Ensure that bleed valves in the diverter MOVs of all the custody metering system is always in closed position.3 Fire fighting facilities ready for service. 6) 21.4. 20. TAS controls the flow rate through custody metering systems according to ship loading profile. the respective ship loading pumps are started by the start command from TAS. iii) Open/close position of any manual valves is not validated in the OMS 15. refer to operation and maintenance manuals of the OMS and TAS attached in Chapter-3. a composite sample should be made by blending the samples from individual shore tanks in the ratio of the quantities to be loaded from them. The line-up will not be complete if: i) There are any active ESD signals (or any previous ESD signal that is not reset). 12. 16. when the required or target loading volume is reached. When the line up is correct.2 Since each product has a dedicated pipeline it can be shown conclusively that no contamination could have occurred within the shore pipeline system. Empty the liquid product loading arms (namely.g. Jet A1/Kerosene and fuel oil) using the loading arm stripping pump before disconnecting the loading arms from the ship (refer to section 6. Diesel. DCS/OMS operator selects the source tank and by acknowledging the selected loading arm.4. . refer to operating manuals and control system description of the loading arm attached in Chapter-3. Mogas. sends out close out message to OMS and passes the information on net loaded volume to OMS. Upon completion of loading operation. 14. ii) Any path valve is not fully open and/or any isolation valve is not fully closed (realized by open/close limit switch position of the appropriate XVs/MOVs).7) Sampling Requirements • • 6.MARINE LOADING (081) April 2007 Rev. Full details of which MOVs and manual valves are to be open and which MOVs and manual valves are to be closed for each product loading to the respective berths is provided in this document. In case of ocean carrier loading. the operator will have to “remote” stop the loading pumps (e. TAS automatically stops the respective loading pumps. 6. the line up is done accordingly by OMS. 18. When the line up is ready. the totalized flow is the summation of two parallel custody meters.2) attached in chapter-3.4.3 OMS AND TAS FUNCTIONS IN SHIP LOADING OPERATIONS: For details regarding OMS and TAS functions and its operating guidelines.4. Refer to Control and Shutdown philosophy document (8474L-081-CN-0008-001. Therefore the shore tank sample is acceptable. then a manual line-up of the MOVs has to be done. OMS sends a message “Line up is ready” to TAS. 17. Empty the LPG and propylene loading arms into the respective vapour return lines (refer to section 6. Alternately when the ship's crew advise that loading is almost complete. :A Chapter : 6 Page :3 11. 13.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . LOADING ARM OPERATION For loading arm operations and controls. when a compartment changeover is required in the ships by interrupting the loading) 19. When a particular grade is to be loaded from more than one shore tank. OMS will close-out the movement by closing all the key valves (flow blocking element) in the path. If the OMS system is not available. under section 4. Based on the totalized flow of the respective product custody meter(s). An average sample should be obtained from each shore tank used for loading. Bunker fuel measurement is done by using the flow meter and totalizer provided for each berth finger. P-8118 is a common spare. . Ensure that electrical tracing for fuel oil line is online.6 After bunkering. Auto Diesel. Simultaneous fuel oil loading in berth-6 and bunkering in any other berth is not envisaged in the system design. 2. so that fuel oil ship loading pump can be started. The Oil Movement and Storage System (OMS) will perform the necessary lineup of MOVs between the meter and the prover. 6). LPG and Propylene arms in berths 5 and 6. P-8120. there is a common meter prover (A-8151) for Mogas 90. The maximum expected loading rate for bunker fuel in each berth is 100m3/h 7. 3. From the low point at the base of the loading arm riser the liquid is pumped into the ship via the outboard section of the loading arm. P-8121. :A Chapter : 6 Page :4 METER PROVING For Berth 1 and 2. 2).4 April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 1. Mogas 92/95 and Auto Diesel.e. After proving. Propylene (A-8154) and Fuel Oil (A-8152) There steps for meter proving are as follows: 1. there is a common meter prover (A-8150) for Mogas 90.5 Coordinate with all relevant parties involved in the proving. namely. This is not applicable for loading arms with Emergency Release System (ERS). 6. TAS captures the k-factor which can then be downloaded to the appropriate meter flow computer by authorized personnel.4. Inform to operator in JCC that line-up is complete. LOADING ARM STRIPPING In order to have a dry break before disconnection of the loading arm after loading. There is a dedicated meter prover for Jet A1/Kerosene (A-8155). take the flow totalizer reading again and compute the loaded volume. For Berth 5 and 6. Bunkering can be done only as a standalone operation when there is no fuel oil loading to ship in berth-6. Jet A1/Kerosene and Fuel Oil). 5. One pump is provided in each berth (P8119.4. Take the initial reading of the flow totalizer FQIC-006 (Berth 1. Coordinate with all relevant parties involved in the loading of bunker fuel. FQIC-005 (Berth 3. FUEL OIL BUNKERING Fuel oil bunkering is done using hose connections and can be done at all berths. 3. 4). 6.MARINE LOADING (081) 6. 2. P-8122 and P-8123) except Berth 5. Drain the hose as much as possible before disconnection via the slops collection network to the oily water drum in the respective berth. for Mogas. For Berth 3 and 4. 6. FQIC-004 (Berth 5. Close the manual valve upstream of the bunker flow meter. Before starting the loading bunker fuel ensure that the manual valve on the bunkering line is open (this valve is normally kept closed). there are dedicated meter provers for LPG (A-8153). loading arms with Quick Connect Disconnect Coupler (QCDC) only are provided with loading arm stripping pumps (i. Connect the 4” flexible hose from the ship to the bunkering line. Mogas 92/95 and Auto Diesel. If necessary.4. A crane or pulley may be needed for this operation (most ships have one) 4. use the loading arm stripping pump to empty the bunkering hose. This valve should remain closed at all times when the loading arm is not connected to the ship. 6. the upper ERS ball valve should be closed (using the push button provided in the loading arm control panel). 5. OR DEBALLASTING FLOWRATE WILL HAVE TO BE REDUCED ACCORDINGLY. 5. Disconnect the loading arm from the ship and bring it to parked/stowed position. close MOV-024 and the downstream manual valve on fuel oil loading line. Close the valves at the inlet and outlet of the pump. tanker vapor is recirculated from higher pressure tank to lower pressure tank via vapor / liquid loading arm and jump-over line. Coordinate with all relevant parties involved in the loading. 5. 2. Insert the metal plate on the QCDC to keep the loading arm’s outlet covered.4. Subject to facilities available in the ship tanker. If such facilities are not available in the ship. Open the 2” gate valves at the inlet and outlet of the pump. 2. when stripping is complete).e. :A Chapter : 6 Page :5 Push the trolley mounted pump near the loading arm to be emptied. 7. then the following steps need to be carried out to empty the inboard and outboard sections of the loading arm: 1. 3. 6. 9. for clearing LPG and Propylene liquid arms. Open MOV-025 and its upstream isolation manual valve on ballast water unloading line.MARINE LOADING (081) 1. . 6. Ballast water is transferred using the on board pump to the ballast water tank in Product Tankage. The pump has a facility for automatically stopping when there is no ore liquid to be pumped out (i. Open the drain valve provided in the outboard section so that the small portion of liquid downstream of the ERS valve drains out into the spill tank/trough in the ship’s deck. 3. LPG AND PROPYLENE LOADING ARM EMPTYING LPG and propylene loading arms are not provided with stripping pumps. Disconnect the loading arm from the ship and bring it to parked/stowed position.e. Operator to ensure the manual valves to the ballast water line is open and to the fuel oil line is closed THE EXPECTED DEBALLASTING RATE IS 700m3/h. Connect the pump power cable to the power socket and energize it to start the pump. 1. Take the initial totalizer reading for FQI-003. 4. 6. After completion of loading.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 4. 10. Disconnect the flexible hoses. 8. De-energize the pump and remove the power socket. 3. 2.4. A jump-over line is provided for this purpose. 11.8 BALLAST WATER TRANSFER Deballasting of ballast water from fuel oil ships only is done via LA-8161. Wait for confirmation from operator in SCC that line-up is complete and inform ship personnel to start unloading of ballast water. Deballasting is done prior to fuel oil loading.7 April 2007 Rev. 4. IT IS RECOMMENDED THAT SLOPS AND OILY WATER IS NOT TRANSFERRED FROM JETTY TOPSIDES TO PRODUCT TANKAGE WHEN DEBALLASTING IS DONE. Connect the outlet of the pump to the 2” flange connection at the outboard arm via flexible hose. Connect the inlet of the pump to the 2” flange connection at the bottom of the riser via flexible hose. Open the drain valve at the base of the loading arm riser so that the loading arm contents can drain into the vapour return line. Insert the metal plate on the QCDC to keep the loading arm’s outlet covered. Close the drain valves at the riser base and the outboard section of the loading arm. Operator action is required to line-up the respective MOV’s – i. opening of manual valves in the line adjacent to the loading arm. SLOPS AND OILY WATER TRANSFER Slops and oily water collected in D-8110A/B/C/D/E/F is transferred using the oily water pump (P-8110A/B/C/D/E/F) and via the ballast water line to the ballast water tanks in Product Tankage area. the manual valve in the unloading line adjacent to the loading arm may be throttled to adjust the flow rate. 6. 9. The pumps have an auto start-stop facility. 8. A DCS alarm is activated at LAH if the pump has failed to start and operator intervention is required to manually start the pump and/or investigate the reasons for failure. Ensure that the MOVs in the LPG custody meter are closed and open the manual valve in the custody meter by-pass line after reversing the spectacle blind to open position. wait for confirmation of line-up from the product tank farm operator. When line-up is complete in the Jetty area. 4. Complete the activities listed in section 6. Coordinate with all relevant parties involved in the LPG receipt. Following are the level settings for the oily water drum: Berth No. :A Chapter : 6 Page :6 The design pressure of the ballast water line is 16. 2. 3. P-8110A P-8110B P-8110C P-8110D P-8110E P-8110F Pump Auto Start at 470 mm 470 mm 475 mm 475 mm 475 mm 475 mm Pump Auto Stop at 200 mm 200 mm 225 mm 225 mm 225 mm 225 mm LAH LAL 600 mm 600 mm 600 mm 600 mm 600 mm 600 mm 150 mm 150 mm 175 mm 175 mm 175 mm 175 mm ALTERNATIVE OPERATION LPG UNLOADING FROM SHIP LPG is imported via Berth 6 for refinery startup. open the manual valve and MOV-024 on the fuel oil line). Upon getting the confirmation. 6.5 Drum Tag No. If required.9 After unloading of ballast water is complete. It is recommended to ensure the maximum discharge pressure at ship’s pump before deballasting operation and if required advice ship personnel to regulate the pressure accordingly. Close the manual valve on the ship and purge the line contents towards 12”-BW810039-A1Q9-NI using the 2” Utility connection with potable water. D-8110A D-8110B D-8110C D-8110D D-8110E D-8110F Pump Tag No.4. Close MOV-025 and its upstream manual valve. 6. . The pumps will auto-start and auto-stop at a preset level. in section 6.2 and 6. 1 2 3 4 5 6 6.6) 1.e. 7. 10.3.MARINE LOADING (081) April 2007 Rev. Return the line-up to normal (i. A DCS alarm is activated at LAL if the pump has failed to stop and operator intervention is required to manually stop the pump and/or investigate the reasons for failure. 7. Close coordination between Jetty operator and ship side personnel is required to achieve the low flow rate. Inform control room operator when deballasting operation is finished so that preparation for fuel oil loading can be started. during initial filling the flow rate has to be slow enough to avoid rapid reduction in the line temperature. (Also refer to operating manual of Unit-052. coordinate with the ship crew to start unloading of LPG at a low flow rate using the ship’s pump(s).VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .8kg/cm2g at 65ºC. take the reading of FQI-003 again and compute volume unloaded. Complete the line-up by connecting the loading arm to the ship. Since the LPG line will be empty and contain only inert gas (nitrogen). 5. April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . :A Chapter : 6 Page :7 Observe for any sweating or ice formation in the LPG line. Nevertheless. 10. 16. close the loading arm isolation MOVs and disconnect the loading arm. 15. unloading rate shall not exceed 400m3/h) Upon starting the receipt of LPG and during the operation. after which normal filling rate can be resorted to. the vapour return arm shall still remain connected to the ship so that loading arm operation and controls are not affected. Coordinate with ship crew for increasing the flow rate (max. check if • There are any leaks in the loading arm and involved piping • The pressure gauge and pressure transmitter are working correctly. 11. the unavailability of vapour return from shore to ship is not expected to have any detrimental effects on either side (ship or shore side). Repeat steps 1 to 6 and 9 to 12 if a subsequent unloading is to be done. The OMS and TAS systems may not be available for monitoring this unloading operation. and the ship’s tanks will also have a common vapour balance line. reduce the unloading rate. Coordinate with the product tank farm operator and coordinate with the ship crew to gradually increase the flow rate. 14. 9. close the manual valves on the custody meter by-pass line and reverse the spectacle blind to close position. there will be no vapour return from the sphere (as a check valve is provided in the vapour return header near the sphere in the product tank farm). The product tank farm operator will inform when the level in the tank is above the LALL and the sphere temperature is close to the flowing (or ambient) temperature. After completion of all unloading operations. If it is present. For the unloading operation. . 13. 12. Since all spheres are connected by a common vapour balance header. After unloading. close the manual valves on the custody meter by-pass line.MARINE LOADING (081) 8. Hence close vigilance and supervision is required throughout the unloading operation. the same can be achieved by dismantling the piece of pipe between the loading arm and the isolation MOV and installing a blind flange at the isolation MOV.4. April 2007 Rev. maintenance and replacement of vital swivel and structural components (namely the mechanical seals and bearings) without having to dismantle major sections of the loading arm. prior to disconnection of the loading arm. and by design and construction the lubrication can be done without dismantling the arms. in case of any major maintenance that requires a positive isolation of the loading arms. For all liquid products (namely.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . Mogas. However. When the loading arm is disconnected from the ship. Refer to chapter-6 section 6. . the contents are emptied out to the ship by using the loading arm stripping pump. the loading arms are designed to permit easy in situ inspection. :A Chapter : 7 Page :1 NORMAL SHUTDOWN Each time loading of any product is completed the TAS will automatically stop the respective loading pump(s). ADO. After disconnection of the loading arm it is stowed in the parked position and the hydraulic power unit is stopped by the field operator. the loading arm’s isolation MOV will be closed via the ESD interlock. The stripping pump is trolley mounted to be able to move within the berth area and one pump is provided for each berth. there is no maintenance required in the loading arm other than periodic lubrication of the swivels and structural bearings. By nature of the design and as per OCIMF recommendations.5 for details on operation of the loading arm stripping pump. Normally. A drain connection is provided at the base of the loading arm riser which can be used to drain the liquid in the section of pipe prior to dismantling.MARINE LOADING (081) 7. JetA1 and Fuel Oil). trip Mogas 92/95 or Mogas 90 ship loading pumps whichever is feeding berth 1 or 2 (the “not closed” position of the jetty ESD valve in Mogas 92/95 or Mogas 90 line is used as a permissive to trip the particular pump that is feeding the berth) and close the respective ESD valve XV-083 on Mogas 92/95 or XV-080 on Mogas 90 line. MOV-115 & MOV-117 if the signal is from berth-2). 8. :A Chapter : 8 Page :1 The general emergency shutdown is broadly classified into two categories: 1) Local ESD of the individual berth 2) Total ESD of the entire jetty This principle of categorizing the ESD activation will help in not causing a simultaneous surge load on all the jetty topsides piping. 6. which in turn is also hardwired to the plant ESD system. Effects If the Mogas loading arm(s) isolation MOV is open. 2. Berth 3 or 4 1. Close the bunkering flow control valve FV-006 for berth 1 / 2 Generates “BERTH-1 ESD” or “BERTH-2 ESD” alarm in the ADP of SCC and JCC depending from which berth the ESD signal is activated. trip ADO ship loading pump and close the ESD valve XV-049 on the ADO line. Refer to the Cause and Effect Charts (8474L-081-DW-1514-201) attached in Chapter 9. The loading arm’s ESD signals are hardwired to the loading arm PLC.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 2. 3. 5.MARINE LOADING (081) 8. 4) iii) Confirmed fire or gas detection in berth (berths 5 and 6) iv) Loading Arm excess angle alarm (apex or slew angle) v) QCDC limit switch not closed during freewheeling mode vi) ESD push button activation from the loading arm control panel or pendant box vii) Low-low pressure in hydraulic oil circuit (only for LPG and propylene loading arms in berths 5 and 6) Any of the above causes will result in tripping the respective ship loading pumps and closing the jetty ESD valve and loading arm isolation MOV of the respective loading line.1 Local ESD of individual berth The local ESD of the individual berth can be activated by any of the following causes: i) ESD pushbutton activation from the field (one ESD PB per berth) ii) Confirmed fire detection in the berth (for berths 1. If the Jet A1 loading arm isolation MOV is open.1. Close the Mogas loading arms isolation MOVs (MOV-095 & MOV-100 if the signal is from berth-1. trip ADO ship loading pumps and close the ESD valve XV-086 on the ADO line. 4. The “not closed” position of the loading arm isolation MOV is used as an input (or permissive) by the ESD logic to selectively trip only the particular loading line. 2. MOV-109 & MOV-112 if the signal is from berth-2) Close Diesel loading arms isolation MOVs (MOV-102 & MOV-105 if the signal is from berth-1. 3. trip Mogas 92/95 or Mogas 90 ship loading pump whichever is feeding berth 3 or 4 (the “not closed” position of the jetty ESD valve in Mogas 92/95 or Mogas 90 line is used as a permissive to trip the particular pump that is feeding the berth) and close the respective ESD valve XV-046 on Mogas 92/95 or XV-043 on Mogas 90 line. The ESD pushbutton activation from the berth and/or confirmed fire/gas detection in the berths will result in the following effects: ESD Signal from Berth 1 or 2 1. EMERGENCY SHUTDOWN PROCEDURES 8. 4. If the Mogas loading arm(s) isolation MOV is open. If the ADO loading arm(s) isolation MOV is open. If the ADO loading arm(s) isolation MOV is open.1 GENERAL EMERGENCY SHUTDOWN April 2007 Rev. Close the Mogas loading arms isolation MOVs (MOV-064 if the signal is from . 3. trip Jet A1/Kerosene ship loading pump and close the ESD valve XV-042 on the Jet A1/ Kerosene line. 1. 5. 7.026 & XV-027on the liquid line and XV. LPG or propylene pumps if the signal is from the respective loading arm in berth 5 or 6 and fuel oil pumps if the signal is from fuel oil loading arm in berth 6) 2. Closes the jetty ESD valve to the berth 5/6 3. Closes the jetty ESD valve to the respective berths.030 & XV-031on vapor line. For more details refer to Loading Arm Control System Description (8474L-081-A35014026-051-001) in chapter-3. 1. :A Chapter : 8 Page :2 berth-3. trip Fuel Oil ship loading pump and close the ESD valve XV-035 on the fuel oil line. Close Jet A1 loading arms isolation MOV (MOV-057 if the signal is from berth3 and MOV-071 if the signal is from berth-4) Close the bunkering flow control valve FV-005 for berth 3 / 4 Generates “BERTH-3 ESD” or “BERTH-4 ESD” alarm in the ADP of SCC and JCC depending from which berth the ESD signal is activated. . If the LPG loading arm isolation MOV is open. If the LPG loading arm isolation MOV is open. 4. Berth 5 1. 6. 2. Trips the respective ship loading pump (LPG or propylene) that is currently feeding the berth. 2. trip LPG ship loading pumps and close the ESD valves XV. If the propylene loading arm isolation MOV is open. Close the LPG loading arms isolation MOVs (MOV-028 & MOV-029) Close Fuel oil loading arm isolation MOVs (MOV-024 & MOV-025). Closes the respective loading arm isolation MOV 1. QCDC Limit Switch “not closed” during freewheeling mode.MARINE LOADING (081) 5. Close the bunkering flow control valve FV-004 for berth 5 / 6 Generates “BERTH-5 ESD” alarm in the ADP of SCC and JCC. JetA1/Kerosene pumps if the signal is from Jet A1 loading arm in berth 3 or 4. Trips the respective ship loading pumps that is currently feeding the berth (Mogas 92/95. 3. This ESD-2 action will also generate loading arm ESD signal resulting in tripping of respective loading pumps and closing jetty ESD valves (on liquid and vapour line). Activation of ERS to close the loading arm’s valves and disconnection of loading arm from the ship is an ESD-2 action within the loading arm PLC. ADO pumps if the signal is from the respective loading arm in berth 1 or 2 or 3 or 4. Causes 1. April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . If the fuel oil loading arm isolation MOV is open. Close the LPG arm isolation MOVs (MOV-038 & MOV-039) Close Propylene loading arms isolation MOVs (MOV-036 & MOV-037). trip LPG ship loading pumps and close the ESD valves XV. Loading arm not connected to ship 5. Close the respective loading arm isolation MOV. trip Propylene ship loading pumps and close the ESD valves XV-032 & XV-040 on the liquid line and XV034 & XV-040 on vapor line. 4. 2.030 & XV-031on vapor line. (Jetty ESD valve on each product line is common to a pair of berths) 3. MOV-073 if the signal is from berth-4). Berth 6 3. ESD push button activation from the loading arm control panel or pendant box 3. 8. Closes the respective loading arm isolation MOV The LPG and Propylene loading arms are provided with Emergency Release System (ERS). 6. Activation of ERS can be caused due to excess angle trip alarms (2nd stage alarms for apex and slew angles) or by ESD-2 pushbutton from the Jetty Head Console of the loading arm. Mogas 90. Loading Arm excess angle alarm (apex or slew angle) 2. 5. 6. Close the bunkering flow control valve FV-004 for berth 5 / 6 Generates “BERTH-6 ESD” alarm in the ADP of SCC and JCC. Low-low pressure in hydraulic oil circuit (only for LPG and propylene loading arms in berths 5 and 6) Effect 1.026 & XV-027on the liquid line and XV. The table below lists the actions that will be performed when there is an ESD signal from the loading arms. MOV-076 & MOV-078 if the signal is from berth-4) Close Diesel loading arms isolation MOVs (MOV-060 & MOV-062 if the signal is from berth-3. 4. :A Chapter : 8 Page :3 Total ESD of the Jetty Total ESD of the jetty will occur under the following conditions: 1) Power failure in the jetty (SS-10 failure) 2) Low-low pressure of the Instrument Air header. 8.6 MECHANICAL FAILURE Loading arms do not have moving parts and generally do not require much maintenance.MARINE LOADING (081) 8. Custody transfer meter for Mogas and Auto Diesel are spared. The design of the jetty also provides the flexibility for many loading scenarios.2 POWER FAILURE Power failure will results in total shutdown of all loading operation 8.4 INSTRUMENT AIR FAILURE Low-low pressure in instrument air receiver D-8124 will result in total shutdown of all loading operation. So.1.5 NITROGEN FAILURE Nitrogen is only used for purging and in utility stations. Hence.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . Moreover. All bunkering operations will also be stopped due to the above causes. These two causes will result in total shutdown which is to close all the onshore ESD valves on all the product lines and vapour return lines and trip all the ship loading pumps at one stroke. 8.2 April 2007 Rev. all loading arms are adequately spared (except fuel oil loading arm). 8. steam failure is not applicable. Three pressure transmitters are provided in the instrument air line with a 2-out-of-3 voting system to activate the ESD logic.3 STEAM FAILURE There is no steam usage in the jetty area. mechanical failure has no major consequence. Therefore. . nitrogen failure has no major consequence that will require an emergency shutdown. 8. 2 9. . 9.2 Refer to Cause and Effect Diagram attached in section 9.7 SAFEGUARDING MEMORANDUM The Hazard and Operability Study (HAZOP) was conducted to identify all potential risks that could result in unsafe conditions and safeguards. The discharge from the thermal relief valves in LPG and propylene service are routed to the vapour return header. :A Chapter : 9 Page :1 The following pressure safety devices are provided. 9. SAFETY EQUIPMENT AND PROCEDURES 9. (2) loading arms.MARINE LOADING (081) 9. PSV Tag No.7. The design and plot plan have been developed based on the international and Vietnamese regulations listed in the Basic Engineering Design Data (8474L-000-PP-204). The discharge from the thermal relief valves of other services are routed via an open funnel to the slops collection header leading to the oily water drum in the respective berths.5 9. 9. Location PSV-041 PSV-040 D-8124 D-8123 Set Pressure kg/cm2G 10.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .2 ALARM SETTINGS Refer to I/O list of Unit-081 extracted from 8474L-600-NM-1511-002 – to be attached 9.7 Relieving to Atmosphere Atmosphere Relief scenario Fire Fire Operating/ Spare 1/0 1/0 Adequate thermal relief valves are provided in all the loading headers and loading manifolds.1 Introduction The transfer of hazardous materials between ship and shore during loading depends on the effective operation of a number of systems which include: (1) mooring system. (3) pumping system.3 TRIP SETTINGS Refer to I/O list attached in section 9. Refer to TSV and PSV Datasheets generated by InTools – to be attached.4 TRIP SYSTEM CHART Refer to I/O list attached in section 9.1 PRESSURE SAFETY DEVICES April 2007 Rev.6 MATERIAL HAZARD DATA SHEETS Since all products that are handled are mixtures of liquid hydrocarbon.2 11. there are no applicable Material Safety Data Sheets for this unit. Some hazards of ship–shore transfer are: (1) ship movement.5 CAUSE AND EFFECT DIAGRAMS Refer to Cause and Effect Diagram (8474L-081-DW-1514-201) – to be attached 9. The International Maritime Organisation (IMO) Code requires ship manifold valves to close within 30 seconds of initiation of the shutdown. The closing of the ship side ESD valve due to overfilling or overpressure while the ship loading pumps are continuing to run (against a dead-head) is also considered in the surge analysis – with a criteria of linear characteristic ESD valves.MARINE LOADING (081) April 2007 Rev. Since the ship’s on-board piping and valve sizes can vary from ship to ship. and fire in the berths. and the ESD valve closing time and characteristics have been optimized to minimize the potential risk of surge pressure. There should be good communication between ship and shore and the principal tasks of the transfer operation should be well coordinated. From surge calculations the Effective (optimum) Valve Closure Time has been established. If the closing time cannot be adjusted. for all vessels loaded from this terminal. :A Chapter : 9 Page :2 (2) leakage. If the closing time of the ship ESD valve is too rapid. (3) overfilling. being the period over which a given ESD valve reduces the flow from 90 % of its steady state to zero at the design flow rates. a long response time can result in a short valve closure time. Fire detectors are provided in each berth for berths 1. 3 and 4. the loading rate has to be reduced to prevent surge pressures exceeding the design pressures of the shore and/or the ship's piping systems. . the total closing time of ship side ESD valve will also vary. The generation of surge pressures on closing of an ESD valve is a vital consideration in transfer systems as transfer rates may have to be reduced to avoid excessive surge pressures generated by rapid valve closure. the closing time needs to be increased to min.e. Fire and gas detectors are provided in each berth for berths 5 and 6 as these berths are intended for loading liquefied gas products – namely LPG and propylene. (5) pressure surge. The ESD systems are designed taking into consideration the consequence of the potential hazards mentioned above. overfilling or overpressure of tanks. 24 seconds valve closing time for liquid product carriers (2 sec per inch-dia for ocean carriers and 3 sec per inch-dia for coastal carriers) and 5 seconds valve closing time. 24 seconds. The ESD trip system is designed such that the loading operation can be shut-off quickly in the event of a potential for any of the hazardous scenario. For ESD valves in LPG and propylene service the closing time is 5 seconds regardless of the size. The mooring system is provided so that motion of the ship is minimal and ship does not break away during transfer. Therefore it is concluded that surge protection equipment is not required for any of the loading lines. pressure surge. The design pressure specified for the piping system has an adequate margin over the maximum transient pressure due to surge at maximum loading rates. whilst for ESD valves in other fluid service the average closing time is optimized to minimize the potential impact of surge pressure. regardless of its size. 2. It is recommended that any transfer operation should be well planned and there need to be sufficient personnel available on ship and on shore throughout the loading operation. during a ship–shore safety check or compatibility check) and ensure that the total closing time is not lower than 24 seconds.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . The jetty loading systems have been designed to prevent and/or mitigate the potential hazards like leakage. (4) overpressure. Therefore. it is recommended to verify the closing time of the ship side ESD valves prior to commencement of loading operation (i. As the response/signal time is included in the quoted 30 seconds. One ESD pushbutton is provided for each berth close to the exit route walkway near the operator shelter. for liquefied gas carriers (LPG and propylene). :A Chapter : 9 Page :3 Emergency Shutdown Systems – General Description The marine loading terminal’s Emergency Shutdown (ESD) system has been developed to minimize potential risks during the transfer of petroleum products and liquefied gases during ship loading operations. located not less than 70m from the Berth. and two ESD valves are provided at each Berth located a minimum of 70m from the Berth. The loading arm excess angle pre-alarm sensor and trip-alarm sensor are built on 2-out-of-2 logic – implying that ESD-1 is positively initiated prior to ESD-2 activation. and one ESD valve is provided at the Berth. the loading arm excess angle trip alarm is activated and the ESD-2 is initiated which results in rapid closure of the ERS valves followed by rapid and automatic disconnection of the loading arm from the ship. The hydraulic control system operating the loading arm ERS has a pressure retention capability of 3 hours in the event of power failure. For all the twenty loading arms. all the other 17 loading arms are equipped only with a QCDC (no ERS mechanism) and therefore have only one level of ESD. . the loading pumps would have already tripped and ESD valves also already closed prior to or at the same time when ESD-2 is initiated. On each product pipeline (other than LPG and Propylene) one ESD valve is provided on-shore close to the Jetty foot. loading arm excess angle pre-alarm and low-low pressure of hydraulic oil in the ERS). fire or gas detection. ESD pushbutton activation from berth 5 or 6. it is not necessary to initiate an ESD-2 action manually from the ship. For LPG and propylene loading systems. The total time for ERS valve closing and disconnection of loading arm is 8 seconds.MARINE LOADING (081) 9. which is mandatory as per OCIMF requirements. the ESD valves located in the individual berths shall close and the respective transfer (loading) pumps shall stop when there is an emergency situation in the respective berth (namely. because of the large volumes of flammable vapours formed in case of liquid spillage and the high liquid transfer rates. two ESD valves are provided on-shore close to the Jetty foot. When the ship moves beyond the design envelope of the loading arm(s). ESD-1 can be initiated manually from the ship through the pendant box that will be put aboard a ship along with each loading arm prior to commencement of transfer operations Other than LPG and propylene. the opening of the QCDC is interlocked with the loading arm isolation MOV (via ESD system) to prevent accidental spillage. tide and current. all the emergency scenarios envisaged at the ship/shore interface require an initial action to stop the transfer operation in a quick. The two LPG loading arms and one propylene loading arm are equipped with Emergency Release System (ERS). and surge from other ship movements in the vicinity is not a problem. However. ESD pushbutton activation from loading arm control panel or pendant box. The ESD-2 can also be manually initiated by the pushbutton provided in the loading arm control panel. ESD-2 pushbutton is not provided in the pendant box.2 April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . On LPG and Propylene export pipeline and on the LPG and Propylene Vapour Return pipelines. In the first level of ESD (or ESD-1). Two levels/stages of ESD action are therefore envisaged for the LPG and propylene loading systems. For other liquid product loading arms the ERS is not essential as this is a well protected harbour. Due to potential source of spurious trips that can be caused by mechanical failure and/or human error.7. The second level of ESD (or ESD-2) will be activated only in the event of a ship drifting away too far from the loading berth (say during a storm in the sea and/or when the wind speed exceeds the safe limit for loading arms to remain connected). By this way. safe and controlled manner. All the twenty loading arms are equipped with hydraulically operated Quick-Connect-Disconnect Coupler (QCDC). where ships can be securely moored with minimal impact of wind. Therefore. (The ship ESD valves are expected to close within such time as is permissible in accordance with the IMO codes and consistent with acceptable surge pressures at agreed maximum pumping rates) (ii) Trip the respective shore transfer pumps. the reset of the ESD is done manually by the operator. (iii) Close the loading arm isolation MOV.MANUALLY by means of push buttons (in the respective berths or loading arm control panel or pendant box) . tight shut-off. Once the reset is done. liquefied gas or vapour in the event of an emergency. ESD-1 System components The ESD-1 system comprises of: (i) ESD valves installed in each of the liquid and vapour lines (ii) Pushbuttons installed at strategic locations in the berth area (iii) A pendant box which will be put aboard a ship prior to commencement of transfer operations (as there will be no direct ship/shore communication link) (iv) ESD logic control system. First Stage Emergency Shutdown System The ESD-1 (First Stage Emergency Shutdown System) shuts down the transfer operation in a quick. ESD-1 Initiation At all berths ESD-1 can be initiated: . Ball valves are used for ESD service in view of their relatively smooth closure characteristic in comparison with other types of valve. which is a vital input (or permissive) for activating an ESD logic. safe and controlled manner so as to prevent or minimise the potential release of hydrocarbon product. . After analyzing the root cause for the ESD initiation and after checking that all the necessary corrective actions have been implemented. ESD Valves ESD valves installed as part of the ESD system are remotely operable. This is achieved by closing of the ESD-1 valves located near the berth and simultaneous tripping of the respective loading pumps. Loading Arm isolation MOV's Each loading arm is provided with motor operated valves as primary isolation at the connection to each product loading manifold (upstream of the loading arms). These 'Loading MOV's are fitted with limit switches to indicate when the valves are in the 'closed' and 'not closed' position. either one or more or all the loading operation(s) is stopped. :A Chapter : 9 Page :4 Reset of ESD Depending on the type of ESD action.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . Since the OMS allows the operator to restart after a shutdown while keeping it associated to the same movement order. the inventory reconciliation can still be performed by the OMS/TAS.7. fail-safe. 9. the operator can initiate the OMS to perform a final check for line-up of product movement prior to resuming the loading operations. whenever initiated. ESD-1 Action The initiation of an ESD-1 will: (i) Close the ESD valves in the respective berth. The ESD-1 system is designed to allow transfer to be restarted with minimum delay after corrective action has been taken.3 ESD-1.MARINE LOADING (081) April 2007 Rev.AUTOMATICALLY by means of (emergency) alarm signals received from the loading arms and/or fire/gas detectors and act to close ESD valves at the respective berth and trip the respective pumps in the transfer system. pneumatically actuated ball valves. it has to be uncoupled before it reaches its mechanical limit line (i. The ESD-2 shutdown is initiated: . Accidental manual initiation and/or uncoupling of the ERC during maneuvering of the loading arm is inhibited by logic interlocks within the loading arm PLC. The ESD actions are initiated by proximity switches detecting the apex angle and slew angle which are preset as follows: (i) Pre-alarm: A proximity switch is set to initiate a pre-alarm (1st stage over reach) and ESD-1 when the loading arm is at 2. The ERS comprises of the following: (i) Emergency Release Coupling (ERC) in liquid and vapour arms (ii) Two isolation valves (i. the ERS valves). The ERS is activated when there is potential for damage to the loading arms or the ship due to ship drift under adverse weather or current conditions (like wind.AUTOMATICALLY by the activation of excess angle (apex or slew angle) trip alarm when the ship moves beyond the design envelope of the loading arm. ESD-2 Action The initiation of an ESD-2 will: (i) Automatically close both isolating valves of the ERS on LPG and propylene loading arms (liquid and vapour) (ii) Automatically uncouple the loading arm after the ERS isolation valves have been closed Loading arm excess angle alarms To safeguard the loading arm when connected to a ship that is drifting away.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . there is only one level of excess angle alarm.0 metres (2nd stage over reach) before the design limit line of the mechanical reach. the loading arm is not connected to the ship and/or QCDC limit switch “close” position is not available) the Loading arm isolation MOV will be closed via ESD interlock. ESD-2 System components The ESD-2 system comprises: (i) The Emergency Release System (ERS) for LPG and Propylene loading arms (for both liquid and vapour return arms).e. For loading arms without ERS.MARINE LOADING (081) April 2007 Rev. which is set at a position that is 2. An ESD interlock is provided to this effect.4 ESD-2. 5 seconds to close the ERS valve and 3 seconds for uncoupling) with minimal spillage in an emergency when the ship or loading arm/s are at risk. an ESD-2 action shall be initiated. i. 9. (ii) Trip Alarm: If the loading arm is further extended beyond the pre-alarm setting to a position that is 2. Second Stage Emergency Shutdown System The purpose of ESD-2 (Second Stage Emergency Shutdown) system for LPG and propylene service is to uncouple the loading arm quickly (typically within 8 seconds.e. . :A Chapter : 9 Page :5 NOTES: 1) It should be noted that opening of the loading arm isolation MOV will only be possible if the mode selection switch is in the 'Free-wheeling' position. The ERS valves are ball valves. one upstream and one downstream of the ERC.e. when the arm is connected to a ship and the QCDC limit switch “close” confirmation is available.5 metres before the design limit line of the mechanical reach of the loading arm. 2) When the mode selection switch of the loading arm is put in the 'Parking/manoeuvring' position (i.0 metres before the design limit line of the loading arm’s mechanical reach. tide). exceeds the design operating envelope).e. (ii) The ESD-2 logic control system in the loading arm PLC. and by design of the hydraulic oil circuit and logic system complete closure of the ERS valves is ensured before the loading arm is uncoupled.MANUALLY by means of push button in the loading arm control panel .7. e. In order to avoid this situation. solenoid valves with a 2oo3 voting system is provided such that 2 of them need to get deenergised before ERS activation st can occur.e. 9. the pre-alarm (LAH/LAL) in the DCS will alert the operator for taking necessary action. Therefore.e.7. the loading arm’s pre-alarm (1 stage overreach alarm) is activated. the interlocking system will inhibit further forward movement by closing the respective solenoid valve in the hydraulic oil loop and hydraulic oil pressure will not be available for further forward movement until the arm is retracted back to safe position. The following provisions are therefore be included: (i) The push buttons for manual ESD-2 initiation are provided with a protective cover in the loading arm control panel. If during maneuvering mode. Though the pneumatic ESD valves have a ‘fail-safe’ design (i. In the event of a local power failure resulting in a black-out. 9.7. thereby avoiding any spurious trip. :A Chapter : 9 Page :6 Safeguards to prevent accidental activation of ESD-2 Since the weight of the end section of the loading arm together with its ERS valve is substantial.e. a total emergency shutdown can be activated in the event of a low-low pressure in the instrument air header.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . local power failure will also result in total emergency shutdown of the jetty.6 Slops and Oily Water System For the slops and oily water drums D-8110A/B/C/D/E/F. In the event the pump fails to start or stop at the preset level. the level transmitter is used to control the liquid level in the pit by auto start/stop of the slop and oily water transfer pump P-8110A/B/C/D/E/F at high/low level respectively. (ii) The loading arm control system provides an adequate interlock to prevent accidental activation of the ERS during maneuvering mode – i.5 Total Emergency Shut Down of the Jetty Total shut down of the entire jetty can be activated due to either of the following two causes: (i) Low-low pressure of the instrument air header (ii) Local power failure (i.MARINE LOADING (081) April 2007 Rev. valves automatically close in the event of air failure). closing of all jetty side ESD valves at one stroke when loading is in progress could result in an undue surge load on the jetty piping and structures. failure in substation 10) Either of the causes mentioned above will result in closing all the onshore ESD valves on all the product lines and vapour return lines and trip all the ship loading pumps at one stroke. not connected to the ship's manifold). This is achieved through a 2oo3 voted pressure transmitters in the instrument air header. it is necessary to prevent any unsafe situation in the loading berths. All bunkering operations will also be stopped due to the above causes by closing of the bunkering flow control valves via ESD interlock and automatic switch over of these valves to manual mode via the DCS. . additional safeguards are required to prevent accidental uncoupling (with associated safety hazards) occurring when the arm is parked or being maneuvered (i. INSTRUMENT DATA Refer to Instrument Datasheets generated by InTools. :A Chapter : 10 Page :1 .VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . April 2007 Rev.MARINE LOADING (081) 10. :A Chapter : 11 Page :1 Equipment List for Unit-081 extracted from Document Number 8474L-600-EL-001 will be inserted. 11. Loading arm’s functional logic diagram will be inserted. 11. IA and nitrogen receivers.4 OTHER VENDOR INFORMATION Vendor list of instruments along with vendor P&ID’s will be inserted (for Custody Transfer Meter. .3 DRUMS Mechanical Drawings of oily water drums.2 PUMPS Pumps Vendor Datasheets including Q-∆H curve will be attached.1 EQUIPMENT LIST April 2007 Rev.MARINE LOADING (081) 11. 11.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . including the General Arrangement. Prover and Loading Arm). SUMMARY OF MAJOR EQUIPMENT 11. will be attached in this chapter. . April 2007 Rev. No specific analytical requirements in this unit.MARINE LOADING (081) 12.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . :A Chapter : 12 Page :1 ANALYSIS All analyses are performed in the product tank farm (in Unit-052). 2 8474L-000-JSS-1511-001: Distributed Control System Technical Specification 8474L-000-JSD-1510-001: Design and Engineering Information for Control and Instrumentation 8474L-000-DW-1512-001: Control Systems Interconnection Diagram. .3 8474L-000-JSS-1515-001: Emergency Shutdown Systems Standard 8474L-000-JSD-1510-001: Design and Engineering Information for Control and Instrumentation 8474L-000-DW-1512-001: Control Systems Interconnection Diagram.MARINE LOADING (081) 13. PROCESS CONTROL 13. CONTROL CENTRE Refer to the following documents (to be attached): ƒ ƒ 13. :A Chapter : 13 Page :1 Refer to the following documents (to be attached): ƒ ƒ ƒ 13. INSTRUMENTED PROTECTIVE SYSTEM (IPS) AND SAFEGUARDING SYSTEMS Refer to the following documents (to be attached): ƒ ƒ ƒ 13.1 DISTRIBUTED CONTROL SYSTEM (DCS) April 2007 Rev.4 8474L-000-JSD-1510-001: Design and Engineering Information for Control and Instrumentation 8474L-000-DW-1512-001: Control Systems Interconnection Diagram. OTHER SPECIFICATIONS The following Specifications refer to Control and Monitoring Systems provided for Off-sites facilities: ƒ ƒ 8474L-000-JSS-1515-008: Terminal Automation System 8474L-000-JSS-1518-008: Oil Movements and Storage Control System.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES . 2 8474L-081-DW-0051-001 Unit Plot Plan 8474L-081-DW-1920-001 Hazardous Area Classification PROCESS FLOW DIAGRAM 8474L-081-PFD-0010-001 8474L-081-PFD-0010-002 8474L-081-PFD-0010-003 8474L-081-PFD-0010-004 14. :A Chapter : 14 Page :1 .3 PIPING AND INSTRUMENTATION DIAGRAMS 8474L-081-PID-0021-001 8474L-081-PID-0021-002 8474L-081-PID-0021-003 8474L-081-PID-0021-004 8474L-081-PID-0021-005 8474L-081-PID-0021-006 8474L-081-PID-0021-007 8474L-081-PID-0021-008 8474L-081-PID-0021-009 8474L-081-PID-0021-010 8474L-081-PID-0021-031 8474L-081-PID-0021-032 8474L-081-PID-0021-033 8474L-081-PID-0021-034 8474L-081-PID-0021-035 8474L-081-PID-0021-036 8474L-081-PID-0031-001 8474L-081-PID-0031-002 8474L-081-PID-0031-003 8474L-081-PID-0031-004 8474L-081-PID-0031-005 14.1 PLOT PLANS 14.MARINE LOADING (081) 14. DRAWINGS 14.4 OTHER DRAWINGS Electric Single Line Diagram Sewer/drainage Network Fire Fighting Water Distribution Diagram April 2007 Rev.VIETNAM OIL AND GAS CORPORATION (PETROVIETNAM) DUNG QUAT REFINERY OPERATING MANUAL JETTY TOPSIDES .