P 101 35KL tanker contd.

P  101

35 KL tanker contd.

As mentioned in last post, since the fabrication of bottom loading facility was new in India, we had several issues with OPW supplied items/arrangement. Let us look at them as case history.
1. Vapor emission from tanker during loading: source was PVRV  and vapor dump valve not fully closing
2.  PVRV  O-ring and API adopter O-ring MOC ?
3. Improper switch setting of Air interlock valve
4. Overfill sensor failure
5.  Mating of vapor arm coupler with  vapor arm adopter of tank was a major issue !

There were other issues at Loading bay also  !
1. Liquid arm closure was not leak tight.
2.Thread worn out problem in coupling joints
3. Vapor coming out from vapor coupler joints.

All these issues were nightmare to PRS and me as we were from hydrocarbon processing industry by experience whereas all others could not realize the sensitivity of the situation. We both took up the issue  with Mr Somasundaram , VP of OPW HQ and ensured replacement/rectification of all these issues.  Here one particular point needs special mention. As far as MOC of O-rings were concerned, initially OPW did not realize that Viton will not withstand MTBE vapors ! Though the order spec. was particular to opt Buna seal, they failed to realize this fact; but once it came as an issue, they
specifically manufactured and replaced all the seals.

When everything was resolved, the resultant Benefits of these new 35KL  New generation Articulate trucks were:
a) Bottom loading facility ensure safe filling, less vapor loss, no static charge, clean environment from pollution angle
b)Vapor recovery system provision enhances safety
c) Overfill protection
d) Since all operating valves are pneumatically controlled, operation is efficient &safe
e) Emergency shutdown push button assures  safety while loading as well as unloading in truck.
f) Pneumatic operation of all valves assure better Reliability.

End Result    Reliance got  robust 35 Kl Bottom loading vehicles for transporting MTBE.
But unfortunately 3 of the stalwarts of the core team are not with us today to see the trucks operational.
M/S PRS,Viswanath rao, and Ilangovan died  natural death but at very young age. Our condolences in their Memoirs.

KeyAspects:- Communication, Critical challenge, Incident analysis, Responsible, Technical issue

P 100 35KL MTBE Vehicle Execution

P 100

35KL MTBE  Vehicle Execution

With open mind discussions by the identified task force, it was decided that we will go for semi-trailer using Tata  LPS 4923 TC BS III. M/S Tata as main contractor have given turn key responsibility to NSRR for design/sourcing of components including bottom loading special devices from M/SOPW- Dover Corp./fabrication /seeking final approval from PESO and roll out all the 35 vehicles in flat 4 months. PRS took the responsibility of fundamental as well as detailed design checks for the components as well as assembly. I took the responsibility for all concerned statutory clearances at each stage both from RTO and PESO Nagpur/Baroda office.
Sh Mahesh , MD of NSSR got carried out the load arrangement design/Center of gravity calculations etc. and got  reviewed by VJTI (Mumbai) , a statutory requirement for type test.

Mr Ilangovan used his power and ensured that Tata factory Jamshedpur deliver first 22 chasis in record time  of 22 days from the date of order. Mahesh used his resources and ensured the requisite plate material and structural members are made available immediately.

Then came the catch! As no fabrication shop in India has handled such a large simultaneous requirement, the shop front and man power got overawed with the situation. Typical of AR,
I took the management control in the shop and drove the work like a project driven.  Luckily, Mahesh has deployed his son Sh Ajay, a fresh engineering graduate then to carry out the detailed planning and deploy the  respective work men with back ground experience. Also, with his vision, he ensured to clear the bays for work progress in sequence.  These took about 6 weeks and the overall schedule was slipping. Added to injury, there were mess in two fronts from the sub suppliers- one was from York, a Tata group company itself for ABS system with brake assembly and the other was  the component quality of OPW-Dover supplied items. The specification called for Approved ABS with brake assembly and all bottom loading components including valves etc. to meet BVLR  Tank Truck as per API RP 1004.

When it came to York, their stores at Pune  had only 4 sets against the requirement of 35. When inquired they responded saying the main component has to be imported from Singapore and it may take more than 3 months time. As we were getting panicky over the situation, PRS found a resolution. He identified that TVS group in Chennai have equivalent model of ABS with brake assembly manufactured under brand name WAPCOS and it can serve the purpose. The technical experts from Tatas, PRS and Mahesh evaluated and interacted with that party to freeze that order.
When it came to OPW- Dover,issue was different! Though they supplied the components in time, the finish and quality / certification were in mess. Mr Ashish was helpless and tried his best  to shield his company's reputation only. The component  especially valve internal machining were coarse and they were not aligning in its position when assembled. As first step, we visited their factory at Poonamalle, in outskirts of Chennai to explore some solution but could not! That made me& PRS to escalate the matter to their HQ at Chicago.  Their VP,Mr Somasundaram understood the entire issue and started taking control.He has deployed personnel from Singapore and USA to look into the issues and sort out.                                                                                                                    Contd.......

Key Aspects :-  Codes& Standard,  Critical challenge,  Incident analysis, Initiative, Responsible,
Technical issue, 

P 99 RPMG Operations

P  99


RPMG Operations

 The entire project execution came under RPMG and the original core discipline heads were asked to only oversee the project progress.  That made me more relaxed and available for any special assignments. That was the time MTBE project was going on at Hazira and they were looking for specially designed transport vehicle for transferring the product to Kandla port for export. As MTBE being a class A product having pungent vapor, they wanted to opt for bottom loading type of vehicle.
Sh Niraj Ambani, who was in-charge for logistics requested me to explore special permission from PESO, the statutory authorities. It was mere coincidence that the government was also exploring to opt for larger capacity of vehicle for road transport movement for liquid hydrocarbon products.

Since I had excellent rapport with the PESO department, I took up the matter directly with CCE and explained the case to him. As he himself was a chemical engineer, he could visualize the specific requirement  but there was no precedence available for bottom loading type vehicles in India. So he put a precondition stating that this special vehicle has to be fabricated directly by the bottom loading component supplier only and not by anybody else.That was a fix since none of the supplier had any experience in complete design and fabrication aspect of hydrocarbon transport vehicle. As usual I discussed the issues with CCE and convinced him that we will go with only reputed fabricator but take the bottom loading component supplier in the loop during design stage . We sent words to many reputed fabricators as well as to chassis suppliers. Parties like Tata Motors, Ashok Leyland,Eicher  participated in technical discussions. In parallel, myself and Niraj worked with the government through our Delhi office to expedite the gazette release for 35 KT capacity transport vehicle.
During the bid stage, for one of the parties M/S NS Rama Rao Body builders , since their MD was not present in India, they have deputed their specialist consultant from Navi Mumbai to represent them and attend.  It so happened that it was Mr PR Srinivasan   ex- HPCL/BPCL, who had the experience of building one bottom loading arrangement vehicle abroad. That came as blessing in disguise for all.  Immediately it was decided that PRS shall be engaged by Reliance as  technical consultant and the entire project execution shall be executed under his supervision.
Then came another surprise! Mr Ilangovan of Tata Motors, who were called for only chassis supply, proposed  'why not we consider these as 'package deal' i.e the chassis supplier takes the total responsibility of sourcing all the requisite components from all approved sub-supplier, of course keeping Reliance technical team completely in the loop and fabricate all the vehicles by a reputed/ PESO  approved fabricator. Initially we thought Tata may look for high overheads as handling charge and overall responsibility! But surprisingly, they were looking for only Rs 40,000/- for a complete vehicle costing Rs 1.4 Crores each.Their idea was to productize  the same.
So it was win-win situation for all. A team consisting of PRS/Ilangovan/ Mahesh of NSRR/ Viswanatha Rao of logistics-Reliance/AR  was formed and order was placed on M/S Tata Motors for 35 vehicles. For bottom loading components , under recommendation of Reliance/PRS, Tata have placed order on M/S Dover India (subsidiary of Dover Corp. Chicago) and Sh Ashish Moghe was the responsible manager from that firm.  Regarding project execution, we shall address in next ......
                                                                                                                 Contd.....
Key Aspects:- Incident analysis,  Technical issue,  Team building, Transfer