IOCL Haldia Refinery Summer Training Report

Report on Summer TrainingMay - June 2013

Haldia Renery, Indian Oil Corporation Limited

Amit DattaDepartment of Mechanical Engineering,

National Institute of Technology Durgapur,Mahatma Gandhi Avenue, Durgapur, West Bengal 713209.

Haldia Refinery, IOCL | 3

Contents

Topic Page No.

Training Areas Covered 04

Acknowledgement 05

Introduction 06

Overview of Haldia Refinery 07

Haldia Refinery – Plot Plan 08

Garage and Planning 09

Workshop 19

Fuel Oil Boiler 24

DHDS 26

Thermal Power Station 28

Lube Oil Boiler 36

Offsite 39

Once-through Hydro Cracking Unit 41

Findings 46

4 | Report on Summer Training

Training areas covered:

Sl.

No. Unit Site Officer Working Dates

1. Garage and Planning Dilip Parua 17.05.13

2. Workshop Arun Bakhetia 18.05.13

3. FOB Debdut De

B. Mete 23.05.13

4. DHDS Sameer Horo

N. Ameer 24.05.13

5. TPS (Thermal Power Station) S. Sagar

A. K. Gupta 25.05.13

6. LOB (Lube Oil Block) Ranjan Naik 30.06.13

7. Offsite Tanbir Haider

Akash Lal 31.06.13

8. OHCU

R. Palo

Mauriya

V. Dwivedi

01.06.13


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).


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

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

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 Euro-

III compliant diesel.

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 de-

bottlenecking 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 – Plot Plan


Haldia Refinery – Plot Plan

Figure: Haldia Refinery, Plot Plan

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 two-

stroke 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.

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

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 spark-

ignition 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.

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 fuel-

air 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 turbo-

charging 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, non-

petroleum-based fuel (through trans-

esterification) 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.

Garage and Planning


Turbochargers

A turbocharger, or turbo (colloquialism), from

the Latin "turbō, 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 super-

charger 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.

Operating Principle

In most piston engines, intake gases are

"pulled" into the engine by the downward

stroke of the piston (which creates a low-

pressure 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

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 100-

plus 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

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.

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. Over-

boosting 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

actuator (in automotive applications, it is often

controlled by the Engine Control Unit).

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.)

Garage and Planning


Transmission

A machine consists of a power source and a

power transmission system, which provides

controlled application of the power. Merriam-

Webster 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 speed-

torque 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

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 sliding-

mesh or unsynchronized/non-

synchronous 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 constant-

mesh gearboxes, which can include non-

synchronised,

or synchronized/synchromesh systems,

where typically diagonal cut helical (or

sometimes either straight-cut, or double-

helical) 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-

http://en.wikipedia.org/wiki/Dog_clutch

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., non-

synchronised 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.

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.

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

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.

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.

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

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.

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 spring-

loaded 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 "double-

deep 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-for-

trade 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.

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.

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.

The outlet pressure is a reflection of the

pressure that applies the centripetal force that

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.

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).

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.

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.

Workshop


Gear Pump

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.

Theory of operation

External gear pump design

for hydraulic power applications.

Internal gear (Gerotor)

pump design for automotive oil pumps.

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:

Flow rate in US gal/min = Fluid Density x

Pump Capacity x rpm

Power in hp = US gal/min x (lbf/in³)/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.

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

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)

Chapter 4

DHDS

DHDS


Unit List of DHDS Block

Chapter 5

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.

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.

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 IOCL’s own water source along

with water from the nearby HFC plant. This

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.

De-aerator

One of the feed water heaters is a

contact-type open heater, known as de-

aerator, 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



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



Schematic Layout (TPS)



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.



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

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

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.



All three gas turbines are installed by BHEL.

The control unit is also supplied by BHEL.

How do gas turbines work?

Gas turbine engines are, theoretically,

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

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.



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

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.

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 = Poly-

propelene, 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)

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

Lube Oil Boiler


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.

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

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

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.

Types of Surface

Coating/Painting

External surface of bullet is Polyurethane

coated and buried in mound of sand layer.

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 m³/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.

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

maintained to get on-specs. products. All

products are of Superior quality w.r.t. Sulphur

content.

The Hydrocracker Unit consists of

four principle sections:

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 make-

up hydrogen from the make-up hydrogen

compression section and hydrogen-rich recycle

gas from the recycle gas compressor in a gas-

to-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



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 de-

ethaniser.

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/cm2 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°-400°C by heat exchange with

superheated steam in the naphtha feed pre-

heater.



OHCU Layout

Components used in OHCU

1. RGC (Recyle Gas Compressor)

2. MUG (Make Up Gas Compressor)

3. VGO (Vacuum Gas Oil)

Layout



Figure: OHCU Layout

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 one’s 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 above-

mentioned concerns. In short, the experience

has been thrilling, exciting and enriching one.

Department of Mechanical Engineering,National Institute of Technology Durgapur,Mahatma Gandhi Avenue, Durgapur 713209.

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IOCL Haldia Refinery Summer Training Report

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