R e p o r t o n S u mme r T r a i n i n g

Ma y J u n e 2 0 1 3 H a l d i a R en e r y , I n d i a n O i l C o r p o r a t i o n L i mi t e d

D e p a r t me n t o f Me c h a n i c a l E n g i n e e r i n g , N a t i o n a l I n s t i t u t e o f T e c h n o l o g y D u r g a p u r , Ma h a t ma G a n d h i A v e n u e , D u r g a p u r , We s t B e n g a l 7 1 3 2 0 9 .

A mi t D a t t a

Contents
Topic Training Areas Covered Acknowledgement Introduction Overview of Haldia Refinery Haldia Refinery Plot Plan Garage and Planning Workshop Fuel Oil Boiler DHDS Thermal Power Station Lube Oil Boiler Offsite Once-through Hydro Cracking Unit Findings Page No. 04 05 06 07 08 09 19 24 26 28 36 39 41 46

Haldia Refinery, IOCL | 3

Training areas covered:

Sl. No. 1. Unit Site Officer Working Dates

Garage and Planning

Dilip Parua

17.05.13

2.

Workshop

Arun Bakhetia

18.05.13

3.

FOB

Debdut De B. Mete Sameer Horo N. Ameer S. Sagar A. K. Gupta

23.05.13

4.

DHDS

24.05.13

5.

TPS (Thermal Power Station)

25.05.13

6.

LOB (Lube Oil Block)

Ranjan Naik

30.06.13

7.

Offsite

Tanbir Haider Akash Lal R. Palo Mauriya V. Dwivedi

31.06.13

8.

OHCU

01.06.13

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Acknowledgement
The training experience in IOCL, Haldia has truly been exciting. I have come to know about many new concepts of technology and the vivid practical experience along with theoretical knowledge have fortified my technological know-how a lot. I would like to thank all those persons for whom this training has been possible. I thank Shri M L Dahriya, CMNM(ML) for guiding me through the whole training period. I express my heartiest thanks to Shri Dilip Parua (Garage and Planning), Shri Arun Bakhetia (Workshop), Shri Debdut De & Shri B. Mete (Fuel Oil Block), Shri Sameer Horo & Shri N. Ameer (DHDS), Shri S. Sagar & A. K. Gupta (Thermal Power Station), Shri Ranjan Naik (Lube Oil Block), Shri Tanbir Haider & Shri Akash Lal (Offsite), Shri R.Palo, Shri Mauriya & V.Dwivedi (Once-through Hydro Cracking Unit).

Haldia Refinery, IOCL | 5

Introduction
Petroleum is derived from two words petro means rock and oleum means oil. Thus the word petroleum means rock oil. This is a mixture of hydrocarbons; hence it cannot be used directly and has got to be refined. Petroleum is refined in petroleum refinery. Indian Oil Corporation Ltd. (IOC) is the flagship national oil company in the downstream sector. The Indian Oil Group of companies owns and operates 10 of India's 19 refineries with a combined refining capacity of 1.2 million barrels per day. These include two refineries of subsidiary Chennai Petroleum Corporation Ltd. (CPCL) and one of Bongaigaon Refinery and Petrochemicals Limited (BRPL). The 10 refineries are located at: Guwahati Barauni Koyali Haldia Mathura Digboi Panipat Chennai Narimanam Bongaigaon

Baraurii Pipeline (HBPL) was commissioned. In 1972, Indian Oil launched SERVO, the first indigenous lubricant. In 1974, Indian Oil Blending Ltd. (IOBL) became the wholly owned subsidiary of Indian Oil. In 1975, Haldia Refinery was commissioned. In 1981, Digboi Refinery and Assam Oil Company's (AOC) marketing operations came under the control of Indian Oil. In 1982, Mathura Refinery and Mathura-Jalandhar Pipeline (MJPL) were commissioned. In 1994, India's First Hydrocracker Unit was commissioned at Gujarat Refinery. In 1995, 1,443 km. long Kandla-Bhatinda Pipeline (KBPL) was commissioned at Sanganer. In 1998, Panipat Refinery was commissioned. In the same year, Haldia, Barauni Crude Oil Pipeline (HBCPL) was completed. In 2000, Indian Oil crossed the turnover of Rs 1,00,000 crore and became the first Corporate in India to do so. In the same year Indian Oil entered into Exploration & Production (E&P) with the award of two exploration blocks to Indian Oil and ONGC consortium under NELP-I. In 2003, Lanka IOC Pvt. Ltd. (LIOC) was launched in Sri Lanka. In 2005, Indian Oil's Mathura Refinery became the first refinery in India to attain the capability of producing entire quantity of EuroIII compliant diesel.

Indian Oil's cross-country crude oil and product pipelines network span over 9,300 km. It operates the largest and the widest network of petrol & diesel stations in the country, numbering around 16455. Indian Oil Corporation Ltd. (Indian Oil) was formed in 1964 through the merger of Indian Oil Company Ltd and Indian Refineries Ltd. Indian Refineries Ltd was formed in 1958, with Feroze Gandhi as Chairman and Indian Oil Company Ltd. was established on 30th June 1959 with Mr S. Nijalingappa as the first Chairman. In 1964, Indian Oil commissioned Barauni Refinery and the first petroleum product pipeline from Guwahati. In 1965, Gujarat Refinery was inaugurated. In 1967, Haldia
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Overview of Haldia Refinery

Overview of Haldia Refinery

Haldia Refinery, one of the seven operating refineries of Indian Oil, was commissioned in January 1975. It is situated 136 km downstream of Kolkata in the district of Purba Medinipur, West Bengal, near the confluence of river Hoogly and Haldi. From an original crude oil processing capacity of 2.5 MMTPA, the refinery is operating at a capacity of 5.8 MMTPA at present. Capacity of the refinery was increased to 2.75 MMTPA through debottlenecking in 1989-90. Refining capacity was further increased to 3.75 MMTPA in 1997 with the installation/commissioning of second Crude Distillation Unit of 1.0 MMTPA capacity. Petroleum products from this refinery are supplied mainly to eastern India through two product pipelines as well as through barges, tank wagons and tank trucks. Products like MS, HSD and Bitumen are exported from this refinery. Haldia Refinery is the only coastal refinery of the corporation and the lone lube flagship, apart from being the sole producer of Jute Batching Oil. Diesel Hydro Desulphurisation (DHDS) Unit was commissioned in 1999, for production of low Sulphur content (0.25% wt) High Speed Diesel (HSD). With augmentation of this unit, refinery is producing BS-II and Euro-III equivalent HSD (part quantity) at present. Resid Fluidised Catalytic Cracking Unit (RFCCU) was commissioned in 2001 in order to increase the distillate yield of the refinery as well as to meet the growing demand of LPG, MS and HSD. Refinery also produces eco-friendly Bitumen emulsion and Microcrystalline Wax. A Catalytic De-waxing Unit (CIDWU) was installed and commissioned in the year 2003 for production of high quality Lube Oil Base Stocks (LOBS), meeting the API Gr-II standard of LOBS. Finished products from this refinery cover both fuel oil products as well as lube oil products.

Fuel oil products include: LPG Naphtha Motor spirit (MS) Mineral Turbine Oil (MTO) Superior Kerosene (SK) Aviation Turbine Fuel (ATF) Russian Turbine Fuel (RTF) High Speed Diesel (HSD) Jute Batching Oil (JBO) Furnace Oil (FO)

Lube oil base stocks are: Inter Neutral HVI grades Heavy Neutral HVI grades Bright Neutral HVI grades

Besides the above, Slack wax, carbon black feed stock (CBFS), Bitumen and Sulphur are the other products of this refinery. There are four main units in this refinery: Fuel Oil Block (FOB) Lube Oil Block (LOB) Diesel Hydro De-Sulphurization Unit (DHDS) Oil Movement & Storage Unit (OM&S)

In order to meet the Euro-III fuel quality standards, the MS Quality Improvement Project has been commissioned in 2005 for production of Euro-III equivalent MS. The refinery expansion to 7.5 MMTPA as well as a Hydrocracker project has been approved, commissioning of which shall enable Haldia Refinery to supply Euro-IV and Euro III HSD to the eastern region of India.

Haldia Refinery, IOCL | 7

Haldia Refinery Plot Plan

Haldia Refinery Plot Plan

Figure: Haldia Refinery, Plot Plan

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Chapter 1

Garage and Planning

Garage and Planning

Diesel Engine
A diesel engine (also known as a compression-ignition engine) is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel that has been injected into the combustion chamber. This is in contrast to spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which uses a spark plug to ignite an air-fuel mixture. The engine was developed by German inventor Rudolf Diesel in 1893. The diesel engine has the highest thermal efficiency of any regular internal or external combustion engine due to its very high compression ratio. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can have a thermal efficiency that exceeds 50%. Diesel engines are manufactured in twostroke and four-stroke versions. They were originally used as a more efficient replacement for stationary steam engines. Since the 1910s they have been used in submarines and ships. Use in locomotives, trucks, heavy equipment and electric generating plants followed later.

psi) in the petrol engine. This high compression heats the air to 550 C (1,022 F). At about the top of the compression stroke, fuel is injected directly into the compressed air in the combustion chamber. This may be into a (typically toroidal) void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the surface of the droplets. The vapour is then ignited by the heat from the compressed air in the combustion chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. The start of vaporisation causes a delay period during ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in pressure above the piston. The rapid expansion of combustion gases then drives the piston downward, supplying power to the crankshaft. As well as the high level of compression allowing combustion to take place without a separate ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing the compression ratio in a sparkignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre (TDC), premature detonation is not an issue and compression ratios are much higher.

How diesel engines work

The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition). In the true diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15:1 and 22:1 resulting in 40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.4 MPa) (about 200
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Major advantages
Diesel engines have several advantages over other internal combustion engines: They burn less fuel than a petrol engine performing the same work, due to the engine's higher temperature of combustion and greater expansion

Garage and Planning

ratio. Gasoline engines are typically 30% efficient while diesel engines can convert over 45% of the fuel energy into mechanical energy (see Carnot cycle for further explanation). They have no high voltage electrical ignition system, resulting in high reliability and easy adaptation to damp environments. The absence of coils, spark plug wires, etc., also eliminates a source of radio frequency emissions which can interfere with navigation and communication equipment, which is especially important in marine and aircraft applications. The life of a diesel engine is generally about twice as long as that of a petrol engine due to the increased strength of parts used. Diesel fuel has better lubrication properties than petrol as well. Diesel fuel is distilled directly from petroleum. Distillation yields some gasoline, but the yield would be inadequate without catalytic reforming, which is a more costly process. Diesel fuel is considered safer than petrol in many applications. Although diesel fuel will burn in open air using a wick, it will not explode and does not release a large amount of flammable vapor. The low vapor pressure of diesel is especially advantageous in marine applications, where the accumulation of explosive fuelair mixtures is a particular hazard. For the same reason, diesel engines are immune to vapor lock. For any given partial load the fuel efficiency (mass burned per energy produced) of a diesel engine remains nearly constant, as opposed to petrol and turbine engines which use proportionally more fuel with partial power outputs. They generate less waste heat in cooling and exhaust. Diesel engines can accept super- or turbocharging pressure without any natural limit, constrained only by the strength of

engine components. This is unlike petrol engines, which inevitably suffer detonation at higher pressure. The carbon monoxide content of the exhaust is minimal, therefore diesel engines are used in underground mines. Biodiesel is an easily synthesized, nonpetroleum-based fuel (through transesterification) which can run directly in many diesel engines, while gasoline engines either need adaptation to runsynthetic fuels or else use them as an additive to gasoline (e.g., ethanol added to gasohol).

Supercharging and Turbocharging

Most diesels are now turbocharged and some are both turbo charged and supercharged. Because diesels do not have fuel in the cylinder before combustion is initiated, more than one bar (100 kPa) of air can be loaded in the cylinder without pre-ignition. A turbocharged engine can produce significantly more power than a naturally aspirated engine of the same configuration, as having more air in the cylinders allows more fuel to be burned and thus more power to be produced. A supercharger is powered mechanically by the engine's crankshaft, while a turbocharger is powered by the engine exhaust, not requiring any mechanical power. Turbocharging can improve the fuel economy of diesel engines by recovering waste heat from the exhaust, increasing the excess air factor, and increasing the ratio of engine output to friction losses.

Haldia Refinery, IOCL | 11

Garage and Planning

Turbochargers
A turbocharger, or turbo (colloquialism), from the Latin "turb, turbin-" ("a spinning thing") is a forced induction device used to allow more power to be produced by an engine of a given size. A turbocharged engine can be more powerful and efficient than a naturally aspirated engine because the turbine forces more air, and proportionately more fuel, into the combustion chamber than atmospheric pressure alone. Turbochargers were originally known as turbosuperchargers when all forced induction devices were classified as superchargers; nowadays the term "supercharger" is usually applied to only mechanically-driven forced induction devices. The key difference between a turbocharger and a conventional supercharger is that the latter is mechanically driven from the engine, often from a belt connected to the crankshaft, whereas a turbocharger is driven by the engine's exhaust gas turbine. Compared to a mechanically driven supercharger, turbo-chargers tend to be more efficient but less responsive. Twincharger refers to an engine which has both a supercharger and a turbocharger. Turbos are commonly used on truck, car, train, and construction equipment engines. Turbos are popularly used with Otto cycle and Diesel cycle internal combustion engines.

engine's volumetric efficiency by increasing density of the intake gas (usually air). The turbocharger's compressor draws in ambient air and compresses it before it enters into the intake manifold at increased pressure. This results in a greater mass of air entering the cylinders on each intake stroke. The power needed to spin the centrifugal compressor is derived from the kinetic energy of the engine's exhaust gases.

A turbocharger may also be used to increase fuel efficiency without increasing power. This is achieved by recovering waste energy in the exhaust and feeding it back into the engine intake. By using this otherwise wasted energy to increase the mass of air, it becomes easier to ensure that all fuel is burned before being vented at the start of the exhaust stage. The increased temperature from the higher pressure gives a higher Carnot efficiency. The control of turbochargers is very complex and has changed dramatically over the 100plus years of its use. Modern turbochargers can use waste gates, blow-off valves and variable geometry. The reduced density of intake air is often compounded by the loss of atmospheric density seen with elevated altitudes. Thus, a natural use of the turbocharger is with aircraft engines. As an aircraft climbs to higher altitudes, the pressure of the surrounding air quickly falls off. At 5,486 metres (17,999 ft), the

Operating Principle
In most piston engines, intake gases are "pulled" into the engine by the downward stroke of the piston (which creates a lowpressure area), similar to drawing liquid using a syringe. The amount of air which is actually inhaled, compared with the theoretical amount if the engine could maintain atmospheric pressure, is called volumetric efficiency. The objective of a turbocharger is to improve an
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Garage and Planning

air is at half the pressure of sea level, which means that the engine will produce less than half-power at this altitude.

actuator (in automotive applications, it is often controlled by the Engine Control Unit).

Pressure Increase/Boost
In automotive applications, "boost" refers to the amount by which intake manifold pressure exceeds atmospheric pressure. This is representative of the extra air pressure that is achieved over what would be achieved without the forced induction. The level of boost may be shown on a pressure gauge, usually in bar, psi or possibly kPa. In aircraft engines, turbocharging is commonly used to maintain manifold pressure as altitude increases (i.e. to compensate for lower-density air at higher altitudes). Since atmospheric pressure reduces as the aircraft climbs, power drops as a function of altitude in normally aspirated engines. Systems that use a turbocharger to maintain an engine's sea-level power output are called turbo-normalized systems. Generally, a turbo-normalized system will attempt to maintain a manifold pressure of 29.5 inches of mercury (100 kPa). In all turbocharger applications, boost pressure is limited to keep the entire engine system, including the turbo, inside its thermal and mechanical design operating range. Overboosting an engine frequently causes damage to the engine in a variety of ways including pre-ignition, overheating, and over-stressing the engine's internal hardware. For example, to avoid engine knocking (aka detonation) and the related physical damage to the engine, the intake manifold pressure must not get too high, thus the pressure at the intake manifold of the engine must be controlled by some means. Opening the waste gate allows the excess energy destined for the turbine to bypass it and pass directly to the exhaust pipe, thus reducing boost pressure. The waste gate can be either controlled manually (frequently seen in aircraft) or by an

Intercooling
When the pressure of the engine's intake air is increased, its temperature will also increase. In addition, heat soak from the hot exhaust gases spinning the turbine may also heat the intake air. The warmer the intake air the less dense, and the less oxygen available for the combustion event, which reduces volumetric efficiency. Not only does excessive intake-air temperature reduce efficiency, it also leads to engine knock, or detonation, which is destructive to engines. Turbocharger units often make use of an intercooler (also known as a charge air cooler), to cool down the intake air. Intercoolers are often tested for leaks during routine servicing, particularly in trucks where a leaking intercooler can result in a 20% reduction in fuel economy. (Note that "intercooler" is the proper term for the air cooler between successive stages of boost, whereas "charge air cooler" is the proper term for the air cooler between the boost stage(s) and the appliance that will consume the boosted air.)

Haldia Refinery, IOCL | 13

Garage and Planning

Transmission
A machine consists of a power source and a power transmission system, which provides controlled application of the power. MerriamWebster defines transmission as an assembly of parts including the speed-changing gears and the propeller shaft by which the power is transmitted from an engine to a live axle. Often transmission refers simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device. In British English, the term transmission refers to the whole drive train, including clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts. In American English, however, a gearbox is any device that converts speed and torque, whereas a transmission is a type of gearbox that can be shifted to dynamically change the speedtorque ratio such as in a vehicle. The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere rotational speed and torque must be adapted. Often, a transmission has multiple gear ratios (or simply gears), with the ability to switch between them as speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output. In motor vehicles, the transmission generally is connected to the engine crankshaft via a
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flywheel and/or clutch and/or fluid coupling. The output of the transmission is transmitted via driveshaft to one or more differentials, which in turn, drive the wheels. While a differential may also provide gear reduction, its primary purpose is to permit the wheels at either end of an axle to rotate at different speeds (essential to avoid wheel slippage on turns) as it changes the direction of rotation. Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation. Alternative mechanisms include torque converters and power transformation (for example, diesel-electric transmission and hydraulic drive system). Hybrid configurations also exist.

Manual type
Manual transmissions come in two basic types: A simple but rugged slidingmesh or unsynchronized/nonsynchronous system, where straight-cut spur gear sets spin freely, and must be synchronized by the operator matching engine revs to road speed, to avoid noisy and damaging clashing of the gears The now common constantmesh gearboxes, which can include nonsynchronised, or synchronized/synchromesh systems, where typically diagonal cut helical (or sometimes either straight-cut, or doublehelical) gear sets are constantly "meshed" together, and a dog clutch is used for changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the dog clutch to closely match the rotational speeds of the two sides of the (declutched) transmission before making a full mechanical engagement.

The former type was standard in many vintage cars (alongside e.g. epicyclic and multi-clutch systems) before the development of constant-

Garage and Planning

mesh manuals and hydraulic-epicyclic automatics, older heavy-duty trucks, and can still be found in use in some agricultural equipment. The latter is the modern standard for on- and off-road transport manual and semi-automatic transmission, although it may be found in many forms; e.g., nonsynchronised straight-cut in racetrack or super-heavy-duty applications, non-synchro helical in the majority of heavy trucks and motorcycles and in certain classic cars (e.g. the Fiat 500), and partly or fully synchronised helical in almost all modern manual-shift passenger cars and light trucks.

Automatic type
Most modern cars have an automatic transmission that selects an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible. Automatic transmissions are easy to use. However, in the past, automatic transmissions of this type have had a number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes caused more expenses in repair), have often been less fuel-efficient than their manual counterparts (due to "slippage" in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions this has changed. Attempts to improve fuel efficiency of automatic transmissions include the use of torque converters that lock up beyond a certain speed or in higher gear ratios,

eliminating power loss, and overdrive gears that automatically actuate above certain speeds. In older transmissions, both technologies could be intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly. Current computerized transmissions possess complex programming that both maximizes fuel efficiency and eliminates intrusiveness. This is due mainly to electronic rather than mechanical advances, though improvements in CVT technology and the use of automatic clutches have also helped. The 2012 model of the Honda Jazz sold in the UK actually claims marginally better fuel consumption for the CVT version than the manual version. For certain applications, the slippage inherent in automatic transmissions can be advantageous. For instance, in drag racing, the automatic transmission allows the car to stop with the engine at a high rpm (the "stall speed") to allow for a very quick launch when the brakes are released. In fact, a common modification is to increase the stall speed of the transmission. This is even more advantageous for turbocharged engines, where the turbocharger must be kept spinning at high rpm by a large flow of exhaust to maintain the boost pressure and eliminate the turbo lag that occurs when the throttle suddenly opens on an idling engine.

Haldia Refinery, IOCL | 15

Garage and Planning

Cranes
A crane is a type of machine, generally equipped with a hoist, wire ropes or chains, and sheaves, that can be used both to lift and lower materials and to move them horizontally. It is mainly used for lifting heavy things and transporting them to other places. It uses one or more simple machines to create mechanical advantage and thus move loads beyond the normal capability of a man. Cranes are commonly employed in the transport industry for the loading and unloading of freight, in the construction industry for the movement of materials and in the manufacturing industry for the assembling of heavy equipment.

wood, but cast iron and steel took over with the coming of the Industrial Revolution. For many centuries, power was supplied by the physical exertion of men or animals, although hoists in watermills and windmills could be driven by the harnessed natural power. The first 'mechanical' power was provided by steam engines, the earliest steam crane being introduced in the 18th or 19th century, with many remaining in use well into the late 20th century. Modern cranes usually use internal combustion engines or electric motors and hydraulic systems to provide a much greater lifting capability than was previously possible, although manual cranes are still utilised where the provision of power would be uneconomic. Cranes exist in an enormous variety of forms each tailored to a specific use. Sometimes sizes range from the smallest jib cranes, used inside workshops, to the tallest tower cranes, used for constructing high buildings. For a while, mini cranes are also used for constructing high buildings, in order to facilitate constructions by reaching tight spaces. Finally, we can find larger floating cranes, generally used to build oil rigs and salvage sunken ships.

The first construction cranes were invented by the Ancient Greeks and were powered by men or beasts of burden, such as donkeys. These cranes were used for the construction of tall buildings. Larger cranes were later developed, employing the use of human treadwheels, permitting the lifting of heavier weights. In the High Middle Ages, harbour cranes were introduced to load and unload ships and assist with their construction some were built into stone towers for extra strength and stability. The earliest cranes were constructed from

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Garage and Planning

Fork-lifts
A fork-lift truck (also called a lift truck, a fork truck, or a fork-lift) is a powered industrial truck used to lift and transport materials. The modern fork-lift was developed in the 1960s by various companies including the transmission manufacturing company Clark and the hoist company Yale & Towne Manufacturing. The forklift has since become an indispensable piece of equipment in manufacturing and warehousing operations.

some forklifts, the overhead guard is an integrated part of the frame assembly. Power Source - may consist of an internal combustion engine that can be powered by LP gas, CNG gas, gasoline or diesel fuel. Electric forklifts are powered by either a battery or fuel cells that provides power to the electric motors. The electric motors used on a forklift may be either DC or AC types. Tilt Cylinders - are hydraulic cylinders that are mounted to the truck frame and the mast. The tilt cylinders pivot the mast to assist in engaging a load. Mast - is the vertical assembly that does the work of raising and lowering the load. It is made up of interlocking rails that also provide lateral stability. The interlocking rails may either have rollers or bushings as guides. The mast is driven hydraulically, and operated by one or more hydraulic cylinders directly or using chains from the cylinder/s. It may be mounted to the front axle or the frame of the forklift. Carriage - is the component to which the forks or other attachments mount. It is mounted into and moves up and down the mast rails by means of chains or by being directly attached to the hydraulic cylinder. Like the mast, the carriage may have either rollers or bushings to guide it in the interlocking mast rails. Load Back Rest - is a rack-like extension that is either bolted or welded to the carriage in order to prevent the load from shifting backward when the carriage is lifted to full height. Attachments - may consist of forks or tines that are the L-shaped members that engage the load. A variety of other types of material handling attachments are available. Some attachments include sideshifters, slipsheet attachments, carton clamps, multipurpose clamps, rotators, fork positioners, carpet poles, pole handlers, container handlers and roll clamps.
Haldia Refinery, IOCL | 17

Counterbalanced fork-lift components

A typical counterbalanced forklift contains the following components: Truck Frame - is the base of the machine to which the mast, axles, wheels, counterweight, overhead guard and power source are attached. The frame may have fuel and hydraulic fluid tanks constructed as part of the frame assembly. Counterweight - is a mass attached to the rear of the forklift truck frame. The purpose of the counterweight is to counterbalance the load being lifted. In an electric forklift the large lead-acid battery itself may serve as part of the counterweight. Cab - is the area that contains a seat for the operator along with the control pedals, steering wheel, levers, switches and a dashboard containing operator readouts. The cab area may be open air or enclosed, but it is covered by the cage-like overhead guard assembly. The 'Cab' can also be equipped with a Cab Heater for cold climate countries. Overhead Guard is a metal roof supported by posts at each corner of the cab that helps protect the operator from any falling objects. On

Garage and Planning

Tires - either solid for indoor use, or pneumatic for outside use.

Attachments
Below is a list of common forklift attachments: Dimensioning Devices - fork truck mounted dimensioning systems provide dimensions for the cargo to facilitate truck trailer space utilization and to support warehouse automation systems. The systems normally communicate the dimensions via 802.11 radios. NTEP certified dimensioning devices are available to support commercial activities that bill based on volume. Sideshifter - is a hydraulic attachment that allows the operator to move the tines (forks) and backrest laterally. This allows easier placement of a load without having to reposition the truck. Rotator - To aid the handling of skids that may have become excessively tilted and other specialty material handling needs some forklifts are fitted with an attachment that allows the tines to be rotated. This type of attachment may also be used for dumping containers for quick unloading. Fork Positioner - is a hydraulic attachment that moves the tines (forks) together or apart. This removes the need for the operator to manually adjust the tines for different sized loads. Roll and Barrel Clamp Attachment - A mechanical or hydraulic attachment used to squeeze the item to be moved. It is used for handling barrels, kegs, or paper rolls. This type of attachment may also have a rotate function. The rotate function would help an operator to insert a vertically stored paper into the horizontal intake of a printing press for example. Carton and Multipurpose Clamp Attachments - are hydraulic attachments that allow the operator to open and close

around a load, squeezing it to pick it up. Products like cartons, boxes and bales can be moved with this type attachment. With these attachments in use, the forklift truck is sometimes referred to as a clamp truck. Pole Attachments - In some locations, such as carpet warehouses, a long metal pole is used instead of forks to lift carpet rolls. Similar devices, though much larger, are used to pick up metal coils. Slip Sheet Attachment (Push - Pull) - is a hydraulic attachment that reaches forward, clamps onto a slip sheet and draws the slip sheet onto wide and thin metal forks for transport. The attachment will push the slip sheet and load off the forks for placement. Drum Handler Attachment - is a mechanical attachment that slides onto the tines (forks). It usually has a springloaded jaw that grips the top lip edge of a drum for transport. Another type grabs around the drum in a manner similar to the roll or barrel attachments. Telescopic Forks - are hydraulic attachments that allow the operator to operate in warehouse design for "doubledeep stacking", which means that two pallet shelves are placed behind each other without any aisle between them. Scales -Fork truck mounted scales enable operators to efficiently weigh the pallets they handle without interrupting their workflow by travelling to a platform scale. Scales are available that provide legal-fortrade weights for operations that involve billing by weight. They are easily retrofitted to the truck by hanging on the carriage in the same manner as forks hang on the truck.

Any attachment on a forklift will reduce its nominal load rating, which is computed with a stock fork carriage and forks. The actual load rating may be significantly lower.

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Chapter 2

Workshop

Workshop

Centrifugal Pump
Centrifugal pumps are a sub-class of dynamic axisymmetric work-absorbing turbo machinery. Centrifugal pumps are used to transport fluids by the conversion of rotational kinetic energy to the hydrodynamic energy of the fluid flow. The rotational energy typically comes from an engine or electric motor. In the typical case, the fluid enters the pump impeller along or near to the rotating axis and is accelerated by the impeller, flowing radially outward into a diffuser or volute chamber (casing), from where it exits. Common uses include water, sewage, petroleum and petrochemical pumping. The reverse function of the centrifugal pump is a water turbine converting potential energy of water pressure into mechanical rotational energy.

The outlet pressure is a reflection of the pressure that applies the centripetal force that

How it works
Like most pumps, a centrifugal pump converts mechanical energy from a motor to energy of a moving fluid. A portion of the energy goes into kinetic energy of the fluid motion, and some into potential energy, represented by fluid pressure (Hydraulic head) or by lifting the fluid, against gravity, to a higher altitude. The transfer of energy from the mechanical rotation of the impeller to the motion and pressure of the fluid is usually described in terms of centrifugal force, especially in older sources written before the modern concept of centrifugal force as a fictitious force in a rotating reference frame was well articulated. The concept of centrifugal force is not actually required to describe the action of the centrifugal pump.

curves the path of the water to move circularly inside the pump. On the other hand, the statement that the "outward force generated within the wheel is to be understood as being produced entirely by the medium of centrifugal force" is best understood in terms of centrifugal force as a fictional force in the frame of reference of the rotating impeller; the actual forces on the water are inward, or centripetal, since that is the direction of force need to make the water move in circles. This force is supplied by a pressure gradient that is set up by the rotation, where the pressure at the outside, at the wall of the volute, can be taken as a reactive centrifugal force. This was typical of nineteenth and early twentieth century writings, mixing the concepts of centrifugal force in informal descriptions of effects, such as those in the centrifugal pump.

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Workshop

Multistage centrifugal pumps

A centrifugal pump containing two or more impellers is called a multistage centrifugal pump. The impellers may be mounted on the same shaft or on different shafts. For higher pressures at the outlet impellers can be connected in series. For higher flow output impellers can be connected in parallel. A common application of the multistage centrifugal pump is the boiler feed water pump. For example, a 350 MW unit would require two feed pumps in parallel. Each feed pump is a multistage centrifugal pump producing 150 l/s at 21 MPa. All energy transferred to the fluid is derived from the mechanical energy driving the impeller. This can be measured at isentropic compression, resulting in a slight temperature increase (in addition to the pressure increase).

Another approach is to build special pumps with an impeller capable of breaking the air bubbles. In the pulp and paper industry holes are drilled in the impeller. Air escapes to the back of the impeller and a special expeller discharges the air back to the suction tank. The impeller may also feature special small vanes between the primary vanes called split vanes or secondary vanes. Some pumps may feature a large eye, an inducer or recirculation of pressurized froth from the pump discharge back to the suction to break the bubbles.

Problems of centrifugal pumps

These are some difficulties faced in centrifugal pumps: Cavitation - the net positive suction head (NPSH) of the system is too low for the selected pump Wear of the Impeller - can be worsened by suspended solids Corrosion inside the pump caused by the fluid properties Overheating due to low flow Leakage along rotating shaft Lack of prime - centrifugal pumps must be filled (with the fluid to be pumped) in order to operate Surge.

Vertical centrifugal pumps

Vertical centrifugal pumps are also referred to as cantilever pumps. They utilize a unique shaft and bearing support configuration that allows the volute to hang in the sump while the bearings are outside of the sump. This style of pump uses no stuffing box to seal the shaft but instead utilizes a "throttle Bushing". A common application for this style of pump is in a parts washer.

Froth pumps
In the mineral industry, or in the extraction of oilsand, froth is generated to separate the rich minerals or bitumen from the sand and clays. Froth contains air that tends to block conventional pumps and cause loss of prime. Over history, industry has developed different ways to deal with this problem. One approach consists of using vertical pumps with a tank.
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Workshop

Gear Pump
Internal gear (Gerotor) pump design for high viscosity fluids. Suction and pressure ports need to interface where the gears mesh (shown as dim gray lines in the internal pump images). Some internal gear pumps have an additional, crescent shaped seal. Pump formulas: A gear pumps which is used as a meshing gears, to pump the fluid by displacement. They are one of the most common types of pumps for hydraulic fluid power applications. The Gear pumps are also widely used in chemical installations to pump fluid with a certain viscosity. There are two main variations; external gear pumps which use two external spur gears, and internal gear pumps which use an external and an internal spur gear. Gear pumps are positive displacement (or fixed displacement), meaning they pump a constant amount of fluid for each revolution. Some gear pumps are designed to function as either a motor or a pump. Flow rate in US gal/min = Fluid Density x Pump Capacity x rpm Power in hp = US gal/min x (lbf/in)/1714

Generally used in: Petrochemicals: Pure or filled bitumen, pitch, diesel oil, crude oil, lube oil etc. Chemicals: Sodium silicate, acids, plastics, mixed chemicals, isocyanates etc. Paint and ink. Resins and adhesives. Pulp and paper: acid, soap, lye, black liquor, kaolin, lime, latex, sludge etc. Food: Chocolate, cacao butter, fillers, sugar, vegetable fats and oils, molasses, animal food etc.

Theory of operation

External gear pump design for hydraulic power applications.

Internal gear (Gerotor) pump design for automotive oil pumps.

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Workshop

Screw Pump
A screw pump is a positive displacement pump that use one or several screws to move fluids or solids along the screw(s) axis. In its simplest form (the Archimedes' screw pump), a single screw rotates in a cylindrical cavity, thereby moving the material along the screw's spindle. This ancient construction is still used in many low-tech applications, such as irrigation systems and in agricultural machinery for transporting grain and other solids. Development of the screw pump has led to a variety of multi-axis technologies where carefully crafted screws rotate in opposite directions or remains stationary within a cavity. The cavity can be profiled, thereby creating cavities where the pumped material is "trapped". In offshore and marine installations, a three spindle screw pump is often used to pump high pressure viscous fluids. Three screws drive the pumped liquid forth in a closed chamber. As the screws rotate in opposite directions, the pumped liquid moves along the screws spindles. Three-Spindle screw pumps are used for transport of viscous fluids with lubricating properties. They are suited for a variety of applications such as fuel-injection, oil burners, boosting, hydraulics, fuel, lubrication, circulating, and feed and so on. Compared to centrifugal pumps, positive displacements (PD) pumps have several advantages. The pumped fluid is moving axially without turbulence which eliminates foaming that would otherwise occur in viscous fluids. They are also able to pump fluids of higher viscosity without losing flow rate. Also, changes in the pressure difference have little impact on PD pumps compared to centrifugal pumps.

Reciprocating pumps
A reciprocating pump is a positive plunger pump. It is often used where relatively small quantity of liquid is to be handled and where delivery pressure is quite large. Reciprocating pumps can be classified based on: 1. Sides in contact with water Single acting Reciprocating pump Double acting reciprocating pump

2. Numbers of cylinder used Single cylinder pump Two cylinder pumps Multi-cylinder pumps

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Chapter 3

Fuel Oil Block

Fuel Oil Block

FOB (Fuel Oil Block)

It was commissioned in August 1974, originally designed for processing light Iranian Aghajari crude but presently crudes like Arab nix (lube bearing) and Dubai crude (non lube bearing) are processed. The capacity has been increased from 2.5 MMPTA to 4.6 MMPTA. Fuel oil block produces fuel oil from this block. It consist of eight subunits as given below: Crude Distillation Unit (Unit 11 & 16) Pre-fractionator section Topping Section: Atmospheric Distillation Unit (ADU) Naphtha Stabilization Unit Naphtha Re-distillation Unit Gas Plant (Unit 12) De-ethaniser Amine washing LPG De-propaniser Merox Unit (Unit 13) LPG extractive merox ATF/Gasoline sweetening merox Naphtha Treatment Unit (Unit 14) Naphtha Caustic Wash Amine Absorption & Regeneration (Unit 15) Fuel Gas Amine Absorption System Naphtha Pre-treatment Unit (Unit 21) Catalytic Reforming Unit (Unit 22) Kero HDS Unit (Unit 23)

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Chapter 4

DHDS

DHDS

Unit List of DHDS Block

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Chapter 5

Thermal Power Station

Thermal Power Station

Thermal Power Station (TPS)

TPS is one of the two main wings of power in Haldia refinery of Indian Oil Corporation Limited (IOCL). It is called CPP-I. The power unit called CPP-II is gas turbine units. CPP means captive power plant because both these units together supplies the total power required by the different units of the plants and also the IOCL Township nearby, i.e. the two generating units together fulfils the demand of the plant only.

water is partly sent to the cooling towers in different units for cooling and then it is used as cooling medium in machines, heat exchangers, compressors for cooling. TPS itself uses large electrical motors for which cooling water is necessary. This water also goes to others units as service water, drinking water and fire water after sufficient processing. For TPS water is taken through the DM plant.

Demineralisation Plant (DM)

Here the water is treated for removing the minerals and radicals so that they can t create erosion problems when heated in the boiler drum. The pH of the water is tested and then it is monitored nearly 7 by adding sufficient acidic or basic materials. From here the water is sent to a surge tank which stores the water coming from different units and then operating on a level switch and PLC system sends the water to de-aerator by the help of a pump.

Capacity of TPS
There are four steam turbines with four boilers for generating steam. BOILER I, II, III all are made by BHEL. Each of them is capable of delivering 125 tons of superheated steam per hour. There is a fourth boiler (BOILER IV) with a capacity of 150 tons of steam per hour which is made by ABB. Four steam turbines are there manufactured by BHEL each having a connectivity with all the boilers. The steam turbines act as the prime movers of four turbo generators rotating at 3000 rpm. Three of them (TG-1, TG-2, TG-3) have individual capacity of 10.5 MW and the fourth one (TG4) have a capacity of 16.5 MW. TG-4 is the most recently installed generator and its excitation system is ac excitation system (Brushless exciter using rotating diode rectifier).The first three generators are excited by DC exciter (using two DC generators) system.

De-aerator
One of the feed water heaters is a contact-type open heater, known as deaerator, others being closed heaters. It is used for the purpose of de-aerating the feed water. The presence of dissolved gases like oxygen and carbon dioxide in water makes the water corrosive, as they react with the metal to form iron oxide. The solubility of these gases in water decreases with increase in temperature and becomes zero at the boiling or saturation temperature. These gases are removed in the de-aerator, where feed water is heated to saturation temperature by the steam extracted by the turbine. Feed water after passing through a heat exchanger is sprayed from the top so as to expose large surface area, and the bled steam from the turbine is fed from the bottom. By contact the steam condenses and the feed water is heated to
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Process Flow Diagram (PFD)

The process flow diagram describes the process of steam generation and generation of electricity. The main components are as follows- COOLING TOWERS: The raw water comes from IOCLs own water source along with water from the nearby HFC plant. This

Thermal Power Station

the saturation temperature. Dissolved oxygen and carbon dioxide gases get released from the water and leave along with some vapour, which is condensed back to the vent condenser, and the gases are vented out. To neutralize the effect of the residual dissolved oxygen and carbon dioxide gases in water, sodium sulphite or hydrazine is injected in suitable calculated doses into the feed water at the suction of the boiler feed pump.

The de-aerator is usually placed near the middle of the feed water system so that the total pressure difference between the condenser and the boiler is shared equitably between the condenser pump and the boiler feed pump. The feed water heaters before the de-aerator are open are often termed as high pressure heaters and those after the de-aerator are termed as low pressure heaters. There are two de-aerator that supply water to the four boilers of the thermal power station.

Figure: De-aerator

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Thermal Power Station

Schematic Layout (TPS)

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Thermal Power Station

Boiler

In TPS 4 boiler are used for steam generation. A steam generator generates steam at a desired rate at a desired pressure and temperature by burning fuel at its furnace. A steam generator is a complex integration of furnace, superheater, economizer, reheater, boiler or evaporator, and air preheater along with various auxiliary such as ash handling equipment, pulverizers, burners, fans, stokers, dust collectors and precipitators. The boiler is that part of steam generator where phase change occurs from liquid to vapour essentially at constant pressure and temperature. However the term boiler is traditionally used to mean the whole steam generator. The steam coming out from the boiler is treated again to maintain its pressure (61 kg/cm2) and temperature (450oc) and made oxygen free. This is called high pressure superheated steam which is sent to turbine generator for generating electricity. This is also converted to medium pressure (VM) and low pressure steam (VB) for other uses as follows:

Uses of Steam: VH Steam: used in turbine generator as well as in burner VM Steam: in heat exchanger in different units VB Steam: used for cleaning oil

Burner Unit
Here furnace oil is burnt in presence of air to produce hot flue gas at very high temperature. Every boiler has six burner units. Furnace oil is burnt and the hot gas is released in the boiler. The relatively cold flue gas after going through the economizer zone is sent out to stack and released in the atmosphere.

Air Supply
An air supply unit is kept to supply air to the compressor as well as drier to produce compressed dry air supply for pneumatic instruments.

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Thermal Power Station

Steam Turbine
The TPS or CPP-I has four steam turbines. Each turbine has two section, namely HP and LP section. The inlet blades (at HP section) are impulse type and the outlet blades are reaction (at LP section) type. The steam produced in the boiler is fed to the inlet section at very high pressure (60-62 Kg/Sq. cm) which rotates the inlet blades. As the steam moves from HP to LP region, its temperature decreases and the low pressure steam (14 Kg/Sq. cm) is extracted from a set point determined previously. The exhaust steam is fed to the condenser.

cooling tower may be done by wood, concrete, steel etc. Corrugated surfaces or perforated trays can be provided inside the tower for uniform distribution of water droplets and better atomization of the water inside the tower. The air is allowed to flow from the bottom of the tower or perpendicular to the direction of the water flow (in crossed flow cooling tower) and the exhausts is allowed to go out to the atmosphere after effective cooling.

Gas Turbine (GT)

Gas turbines (GT) are another unit for generation of power except TPS in IOCL Haldia refinery. It has three gas turbines each with a capacity of 25-30MW. They generate power and they are synchronized with the bus bar which connects them to the TPS. From TPS this power is distributed. As it has a huge capacity, it is very important to maintain it so that power requirement is always fulfilled.

Cooling Tower
A cooling tower is a semi enclosed device for evaporative cooling of cooling water coming out from the condenser with the help of unsaturated water. So, in this process, proper mixing with hot water droplet and air will take place. There will be both heat and mass transfer for getting more efficient cooling in the cooling tower. Usually the structure of

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Thermal Power Station

All three gas turbines are installed by BHEL. The control unit is also supplied by BHEL.

How do gas turbines work?

Gas turbine engines extremely simple. They have 3 parts: A compressor to compress the incoming air to high pressure. A combustion area to burn the fuel and produce high pressure, high velocity gas. A turbine to extract the energy from the high pressure, high velocity gas flowing from the combustion chamber. Just opposite to the working principle of TPS. In TPS the fuel and air mixture with proper ratio is burned to produce flue gas which is then used to heat the water to make superheated steam. This steam is then used to rotate the turbine from which power is produced. Here the high pressure and high temperature flue gas is directly applied to the prime mover from where the electricity is produced. After that this high temperature flue gas is used to heat water to produce steam so that the system becomes more economic. So when ever in the plant the gas turbine is on duty, the corresponding steam producing unit is also activated so that the efficiency of the whole process increases. In this engine air is sucked in from the right by the compressor. The compressor is basically a are, theoretically,

cone-shaped cylinder with small fan blades attached in rows (8 rows of blades are represented here). Assuming the light blue represents air at normal air pressure, then as the air is forced through the compression stage its pressure and velocity rise significantly. In some engines the pressure of the air can rise by a factor of 30. The high pressure air produced by the compressor is shown in dark blue. This high-pressure air then enters the combustion area, where a ring of fuel injectors injects a steady stream of fuel. At the left of the engine is the turbine section. In this figure there are two sets of turbines. The first set directly drives the compressor. The turbines, the shaft and the compressor all turn as a single unit:

At the far left is a final turbine stage, shown here with a single set of vanes. It drives the output shaft. This final turbine stage and the output shaft are a completely stand-alone, freewheeling unit. They spin freely without any connection to the rest of the engine. The exhaust is sent to the heat exchanger unit where the water is heated to produce steam and then the gas is let out through chimney.

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Thermal Power Station

Specifications
Boiler Feed Pump
Capacity: 145 m3/hr. Lube oil: Sp. gr. =57 Discharge Pressure: 80-85 Kg/cm2 Service B Feed Water

Motor Data
Capacity: 460 KW Speed: 2980 rpm

FD Fans
Type: Radial single inlet and single width Medium: Air Designed rating: 40.8 m3/sec Fan Speed: 740 rpm

Capacity: 2400nm3/hr. Moist air inlet: RH=100% Pressure=8 Kg/cm2 (normal), 6.5 Kg/cm2 (minimum) Temperature: 40oc Dry Air outlet Type of Desiccant: Activated Alumina Pressure drop across the drier: 0.5 Kg/cm2 (Maximum) Adsorption Towers: Design Pressure=12 Kg/cm2 Pre-filter and After-filter: Filter element = Polypropelene, Design Pressure: 12 Kg/cm2 Cooler: water flow: 22.825 m3/hr. Water Pressure: 4Kg/cm2 Inlet water temperature: 33oc Outlet water temperature: 37oc Heater: Power rating: 81KW (56.7 KW and 24.3 KW)

Air Drier
A compressed air dryer is a device for removing water vapour from compressed air. Compressed air dryers are commonly found in a wide range of industrial and commercial facilities. The process of air compression concentrates atmospheric contaminants, including water vapour. This raises the dew point of the compressed air relative to free atmospheric air and leads to condensation within pipes as the compressed air cools downstream of the compressor. Excessive water in compressed air, in either the liquid or vapour phase, can cause a variety of operational problems for users of compressed air. These include freezing of outdoor air lines, corrosion in piping and equipment, malfunctioning of pneumatic process control instruments, fouling of processes and products, and more. There are various types of compressed air dryers. Their performance characteristics are typically defined by the dew point.

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Chapter 6

Lube Oil Boiler

Lube Oil Boiler

LOB (Lube Oil Boiler)

In lube oil block, the reduced crude oil from the Atmospheric Distillation Unit (ADU) is processed to produce lube base stock, slack wax, transfer oil feed stock (TOFS), etc. LOB contains the following 8 units:

Main feed: RCO Unit 31: Vacuum Distillation Unit RCO (400oc) a) Gas oil b) Spindle oil c) Light oil d) Intermediate oil e) Heavy oil f) Short residue (360oc) Unit 32: Propane De-asphalting Unit Short Residue - treated with propane (225oc) DAO (De asphalt oil) + Asphalt (Bitumen) Unit 33: Furfural Extraction Unit Feed (L.O/I.O/H.O/DAO) (by furfural extraction)(225oc) Raffinate + Extract Raffinate feed to Unit #4 (De-waxing Unit) In/Hn/Bn/de-waxed lube oil Unit 35: Hydro finishing Unit Feed - Lube Oil (de-waxed) - Heated in catalytic bed at 250oC - Finished lube oil

Unit 37: Visbreaker Unit Asphalt + SR (60:40) (heated --- 4500c) a) Gasoline (mixed in petrol) b) Gas oil c) VB tar (FO) Unit 38: NMP Unit I.O/H.O/DAO - treatment with NMP solution Unit 39: Microcrystalline Wax After de waxing in unit 34 Residue wax is treated in this unit by hydrogen to produce Micro-crystalline wax. Unit 84: Catalytic De-waxing Unit Raffinate (from 33 and 38) + wax treatment in catalystic bed with hydrogen to remove sulphur/ nitrogen/ H2S/ NH3 Temperature - 310oc 380oc Produced de-waxed lube oil

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Lube Oil Boiler

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Chapter 7

Offsite

Offsite

Offsite
Drum loading: Drums are loaded with bitumen. All the operations are automated. However in case of any failure or emergency operations are done manually Truck loading: Trucks are loaded with 19 tons aviation oils. Again all the operations are automated. Barge loading: Ships are loaded and unloaded manually. LPG filling: LPG is filled into the storage tank and this mechanism is achieved by automation.

Protective current density of 25mA/m2 of bare steel exposed to sand shall be adequate to achieve desired protection level at an operating temperature of 5 46 degree Celsius.

Protection Criteria
The protected bullet to soil potential test has been established as a standard measure technique for evaluation of corrosion protective potential. The OFF potential window considered is -0.85V (OFF) to -1.15V (OFF) measured with respect to Copper-Copper Sulphate reference electrode at an instant by interrupting the protective current and eliminating circuit IR drop.

Cathodic Protection
External protection of Mounded LPG storage bullets is an electrochemical phenomenon. The control of this common process can be achieved by employing CATHODIC PROTECTION system. The state of art cathodic system can be implemented to distribute uniform current over the entire surface to be protected to achieve uniform corrosion protective potentials.

Types of Surface Coating/Painting

External surface of bullet is Polyurethane coated and buried in mound of sand layer.

Types
Permanent Impressed Current type of cathodic protection system using continuous anode system is to be implemented for protecting external surface area of bullet against corrosion.

Protective Current Density

Protective current density recommended by LURGI. General specification and BIS 8062-Part1 (1976) are as follows: Bare steel 25mA/m2 Painted steel 2.5mA/m2

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Chapter 8

Once-through Hydro Cracking Unit

Once-through Hydro Cracking Unit

Once-through Hydro Cracking Unit

It consists of Hydrogen Generation Unit, Once through Hydrocracker Unit, Sulphur Recovery Unit and Nitrogen Unit .Initially installed with a 2.5 MMTPA crude processing capacity with designed LOBS It has a production capacity of 200,000 MTPA, the Refinery has subsequently augmented its capacity to process 6.0 MMTPA crude. The capacity of the refinery is being augmented to 7.5 MMTPA through revamp of Crude distillation unit in the year 2009-10. Since commissioning of the Paradip-Haldia Crude oil Pipeline (PHCPL) in Jan'09, the refinery started receiving crude oil from Paradip port and receiving of crude by oil Tankers through oil jetties has come down resulting in optimization of transportation costs of crude oil. The Refinery has facilities for storage of crude oil and finished products produced by the refinery. Hydro Cracking Unit is designed for 1.2 MMT/year (165.6 m/hr, 25,000BPSD). The objective of the Hydro Cracking Unit is to produce middle distillate fuel of superior quality. The unit is designed to process two different types of feed i.e. Arab Mix HVGO, Bombay High HVGO. All the H2S will be removed by absorbing in DEA.

maintained to get on-specs. products. All products are of Superior quality w.r.t. Sulphur content. The Hydrocracker four principle sections: Unit consists of

Make-Up Gas Hydrogen Compression Reactor Section Fractionation Section Light Ends Recovery Section

Reactor Feed System

Fresh feed to the Hydrocracker consists of a blend of Arab Mix and Bombay High VGO. The feed control system allows the operator to control the ratio of Arab Mix and Bombay High VGOs in order to set the relative rates of each .The preheated and filtered oil feed is combined with a preheated mixture of makeup hydrogen from the make-up hydrogen compression section and hydrogen-rich recycle gas from the recycle gas compressor in a gasto-oil ratio of 845 Nm3/m3.The reactor system contains one reaction stage consisting of two reactors in series in a single high-pressure loop. The lead and main reactors contain hydro treating and hydro cracking catalyst (Si/Al with Ni-Co-Fe) for denitrification, desulphurization, and conversion of the raw feed to products .The reactor effluent is initially cooled by heat exchange with the VGO feed and then by heat exchange with recycle gas and with the product fractionators feed. The effluent is then used to generate medium pressure [12.0 kg/cm2 (g)] steam.

Fractionation Section
The fractionation section consisting of the fractionators, side cut strippers, and heat exchange equipment is designed to separate conversion products from unconverted feed. The reaction products recovered from the column are Sour Gas (Off gas), Unstable Light Naphtha, Heavy Naphtha, Kerosene, Diesel and FCC Feed. The fractionator off-gas and

Process Description
Heavier Hydro-Carbon molecules are mixed with Hydrogen and the mixture is subjected to severe operating conditions of Temp. (380 400 oC) and pressure (165 185 kg/cm2) to get Lighter Hydro-Carbons like LPG, MS & HSD components. Strict operating conditions are
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Once-through Hydro Cracking Unit

unstable light naphtha are sent to the light ends recovery section for recovery of LPG and light naphtha product.

De-Ethaniser
The de-ethaniser remove light ends (C2), H2S, and water from the light naphtha and LPG. Feed enters the top of the column. The feed to the de-ethaniser comes from the combined liquid stream leaving the de-ethaniser reflux drum and is pumped to the top of the deethaniser.

Hydrogen Generation Unit

The Unit is designed to process Straight Run Naphtha or Natural Gas to hydrogen that will cater to the needs of the new DHDT-MSQ and other units .The process involved for converting the Naphtha to hydrogen is steam reforming. Process licensor for HGU is HTAS, Denmark. The plant is divided into 3 sections: Desulphurization Reforming CO-Conversion

Sulphur Recovery Unit

The unit consists of three identical units A, B and C. One of them is kept standby. The process design is in accordance with common practice to recover elemental sulphur known as the Clause process, which is further improved by Super Clause process. Each unit consists of a thermal stage, in which H2S is partially burnt with air, followed by two catalytic stages. A catalytic incinerator for incineration of all gases has been incorporated in order to prevent pollution of the atmosphere. The primary function of the waste heat boiler is to remove the major portion of heat involved in the combustion chamber. The secondary function of waste heat boiler is to condense the sulphur, which is drained to a sulphur pit. At this stage 60% of the sulphur

present in the sour gas feed is removed. The third function of the waste heat boiler is to utilize the heat liberated there to produce LP steam (4kg/cm2).The process gas leaving the waste heat boiler still contains a considerable part of H2S and SO2. Therefore, the essential function of the following equipment is to shift the equilibrium by adopting a low reactor temperature thus removing the sulphur as soon as it is formed. Conversion to sulphur is reached by a catalytic process in two subsequent reactors containing a special synthetic alumina catalyst .Before entering the first reactor, the process gas flow is heated to an optimum temperature by means of a line burner, with mixing chamber, in order to achieve a high conversion. In the line burner mixing chamber the process gas is mixed with the hot flue gas obtained by burning fuel gas with air .In the first reactor the reaction between the H2S and SO2 recommences until equilibrium is reached. The effluent gas from the first reactor passes to the first sulphur condenser where at this stage approximately 29% of the sulphur present in the sour gas feed is condensed and drained to the sulphur pit. The total sulphur recovery after the first reactor stage is 89% of the sulphur present in the sour gas feed. In order to achieve a figure of 94% sulphur recovery the sour gas is subjected to one more stage.

Feed
The hydrogen generation unit can be fed either by naphtha or natural gas. The naphtha feed is pressurized to about 35 Kg/cm 2 by one of the naphtha feed pumps and sent to the desulphurization section. The pressurized feed is mixed with recycle hydrogen from the hydrogen header. The liquid naphtha is evaporated to one of the naphtha feed vaporizers. The hydrocarbon feed is heated to 380-400C by heat exchange with superheated steam in the naphtha feed preheater.

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Once-through Hydro Cracking Unit

OHCU Layout
Components used in OHCU
1. 2. 3. RGC (Recyle Gas Compressor) MUG (Make Up Gas Compressor) VGO (Vacuum Gas Oil)

Layout

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Once-through Hydro Cracking Unit

Figure: OHCU Layout

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Findings

Findings

For any academic discipline, especially practical streams like engineering field knowledge should go hand-in-hand with theoretical knowledge. In university classes our quest for knowledge is satiated theoretically. Exposure to real field knowledge is obtained during such vocational training. We have learnt a lot about pumps, turbines, compressors, valves and other mechanical equipment. We might have thoroughly learnt the theory behind these but practical knowledge about these were mostly limited to samples at laboratory. At Indian Oil Corporation Limited we actually saw the equipment used in industry. Though the underlying principle remains same but there are differences as far as practical designs are considered. We also got to know additionally about other features not taught or known earlier. This has helped to clarify our theoretical knowledge a lot. Apart from knowing about matters restricted to our own discipline we also got to know some other things. Indian Oil Corporation Limited is mainly a chemical industry. So we had to go through concepts like Cathodic Protection, which we might not have necessarily read within our curriculum. There is much difference between perception and realization. This is one very important thing we learnt during the training period. While designing machines on paper or while studying them from books we most often condone some practical aspects like economy, availability, etc. Here, we got to know about some of these practical constraints. Most engineering students will join some industry either in their final year or a few years later. Such vocational trainings, apart from boosting our knowledge, for the first time, give us some practical insight into corporate sector. This is highly needed. Everyone knows that to succeed in industry just theory is not enough. In fact, in industry we not only deal with machines but also with other personnel, who may be subordinates, colleagues or superiors. Managing personnel, coordinating, maintaining harmony at workplace, discipline, helping others and at the same time being cautious about ones own interests- these are

some very important aspects of corporate life. Such vocational trainings give us some feeling about the industry environment. The close interactions with guides, many of whom are just some year s seniors to us have also helped us a lot. It is they who, apart from throwing light on equipment, have also shown the different aspects and constraints of corporate life. Discussions with them have not only satisfied our enquiries about machines and processes but also enlightened about many other extra-curricular concepts which are also important parameters in industry. Thus our training in Indian Oil Corporation Limited has been an enlightening one imparting knowledge on different aspects encompassing theory, practical concepts and other abovementioned concerns. In short, the experience has been thrilling, exciting and enriching one.

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D e p a r t me n t o f Me c h a n i c a l E n g i n e e r i n g , N a t i o n a l I n s t i t u t e o f T e c h n o l o g y D u r g a p u r , Ma h a t ma G a n d h i A v e n u e , D u r g a p u r 7 1 3 2 0 9 .