Storage Terminal Operations in Asia by variablepitch345


									Storage & Terminal Operations in Asia
STORAGE is at the heart of the supply chain
hence requiring more storage facilities. Singapore, with a current petroleum and petrochemical storage capacity of 23 million m3 has a shortfall of about 3 million m3 storage space. Acute shortage of land space has prompted JTC to look at non-conventional alternative storage like the underground JRC (Jurong Rock Caverns) and offshore VLFS (Very Large Floating Oil Storage). A storage facility/terminal, has to be operated with optimum resource planning and effective management as the challenges and opportunities are in abundance. Effective resource planning starts with a good engineering design. This requires rationalizing a “Wish List” against Commerce and Operational realism & Safe Operations, engaging all stakeholders with relevant expertise. Due to extensively automated systems at new Terminals, the next most important aspects are Human Resources and best practices. Here is a trade off between the level of automation and the number of operators employed to man the terminal. This reduced number of operators need to be highly competent and experienced. Next is Economic Operations which can be achieved by energy conservative machinery and operations, by proper Planned Maintenance to avoid breakdowns and associated down time and Process Standardisation after careful and successful evaluations. Lastly, future expansion and provision of upgrading the facility should also be included in the initial engineering design. Helios Terminal, located at Jurong Island, has 18 storage tanks of various sizes with a total capacity of 482,000 m3. The finger jetty has 6 berths capable of simultaneously handling vessels of sizes ranging from 1,000 to 160,000 deadweight tonnes. Helios also has usage of an existing Very Large Crude Carrier (VLCC) Jetty which is capable of berthing vessels up


his is very evident from the picture above. Operation and management of such storage terminal is of vital importance as we obviously cannot let the “ heart ” suffer. Recently, International Energy Agency reported that the global demand for energy is poised to increase by 50% over the next two decades. Producers like Brazil and UAE are also keenly looking at overseas storage options. Alternative energy sources like vegetable oils, biodiesels, bioalcohols, biofuels, ethanol etc – whether produced from sugarcane, corn, palm oil, sunflower or jatropha are also being actively pursued. Energy usage will grow strongly especially in the developing countries (including developing Asia) as they contribute to 58% of the growth for world energy demand between 2001 and 2030. New products are also being commercialized. IMO announcements regarding use of LSFO at SECA and other international areas also calls for new products which will have to be produced by innovative blending procedures. A continued reliance on fossil fuels is projected up to 2030. Oil will remain the dominant fuel type (39% of total world energy use). All these factors will increase the demand for oil




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exactly the sort of safety culture that we need. For myself, when reading about any incident, I always ask myself the question “Could this happen in our operations?“ How to assess the integrity of a particular unit? The integrity of a jack-up unit is a function of its design, fabrication and operational assurance, from both the Classification society and the Marine Warranty provider. Whilst the Classification of the unit and the associated rig operating manual define key working envelopes such as the maximum variable load, the rated water depth and the criteria for the rig in its floating, jacking and in-place phases, no integrity assessment is complete without the site specific metocean and mudline conditions being assessed for compatibility. This is where the Operator needs to provide sufficient site-specific data to define the intended rig location. Given Shell’s long involvement with the development of the SNAME 5-5A Recommended Practice for Site Specific Assessment to 320,000 deadweight tonnes. Helios boasts good resource planning with high-quality engineering design in mind. This contributed to the maximizing of land with no compromise on safety, provision for future expansion, environmental protection, sound fire-fighting fundamentals and easy emergency accesses. There is also an expansion plan and provision to upgrade 10 tanks to store Class 1 type product, design to construct 2 additional jetties, sufficient land space to have an in-house testing laboratory, plinth/foundation in place to erect an 8” loading arm to bunker a VLCC while she is alongside the jetty. Besides, the installation of high level of automation and controls (SCADA) also optimizes the workforce efficiency. Chemoil is one of the largest suppliers of marine fuels and has presence in the key bunkering ports of the world – Singapore, ARA and Fujairah and in ports of the Americas. Our presence in the key bunker markets of the world gives us a very competitive position over other independent marine fuel players. By being present in the 3 largest bunker markets, we are at close proximity to other growing and emerging bunker markets of the world. Our asset base will provide us with the necessary infrastructure to enter those new markets. Chemoil remains focused on executing its initiative of investing in strategic assets. The recent acquisition of a Terminal at Batangas in Philippines, the

of Jack-up’s, it should come as no surprise that this is the document that we use to confirm that the right rig is in the right place. We are also actively engaged in the completion of the equivalent ISO document [19905-1] which will eventually replace it. How successful, is the industry currently, in maintaining safety & integrity? The answer is “not very”, because since December 2006, the industry has suffered from at least fortythree incidents including six rigs destroyed, six rigs severely damaged and twenty-eight fatalities. A root cause of twenty-four of the fatalities was loss of integrity, twenty-two of those coming from a single incident when the Usumacinta jack-up lost stability whilst cantilevered out over PEMEX’s KAB platform offshore Mexico. In this incident, once the loss of containment from well 121could not be corrected, 73 of the personnel onboard evacuated into two life boats. Twenty of those who evacuated into the lifeboats drowned together with two rescuers construction of Fujairah phase 4 and also the recent Chemoil-Adani joint venture in India is a testimony to this. Chemoil shall continue to seek more opportunities to expand to new products such as environmentally friendly low sulphur fuel oil. In addition, clean fuels are also on the agenda of Chemoil’s expansion. In contrast to traders of petroleum products, Chemoil operates an integrated supply chain thereby eliminating middlemen. We operate at every stage of the supply chain, from sourcing to shipping, storage, blending and delivery to the customer. Through our supply chain, we aim to extract margins at every stage. Our volumes drive our supply chain operations and needless to say, the higher the volumes we deliver, the better our economics. The storage facilities enable Chemoil to blend and store, thus increasing its capabilities and flexibilities. It reduces our cost, gives us asset, operational and amortized returns and above all enhances our market value. At the heart of this is our storage facility, a key asset in our system. This article was contributed by Capt. Ravi S Anand, Terminal Manager, Helios Terminal Pte. Ltd., Singapore


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