RECEIPT PROCEDURES .1 Documentation - 8 RECEIPT, BATCHING, CERTIFICATON AND RELEASE

8 RECEIPT, BATCHING, CERTIFICATON AND RELEASE

8.3 RECEIPT PROCEDURES .1 Documentation

8.3.1.1 Any transfer of product to and from storage installations shall be supported by a Release Certificate (RC).

8.3.1.2 Each receipt of aviation fuel shall be accompanied by a RCQ, a CoA and/or RTC (whichever is applicable), covering the batch showing the fuel grade and confirming that it meets the relevant specification. Batch number, density and other relevant information may be communicated electronically in advance of the RCQ.

A record shall be maintained of the RC etc, and batch number, quantity and receiving tank(s), together with the results of all tests carried out.

For fungible pipeline systems (i.e. pipeline systems with multiple input and delivery points where fuel to the same specification is interchangeable) it may not be possible, for each batch delivered ex-pipeline, to provide a CoA which identifies the originating refinery.

However, even in this situation, the pipeline operator shall have original RCQs and volume data for all batches entering the system so that the authenticity of all product can be assured.

8.3.2 Receipt – general

8.3.2.1 At storage installations handling only aviation fuels, each grade should be received via dedicated lines.

8.3.2.2 At storage installations handling multiple products, aviation fuels should be received via dedicated lines. Where this is not possible, aviation fuels shall only be received via segregated, white product cargo lines. Jet fuel should be received via lines reserved for middle distillates (kerosene, gasoil, automotive diesel). Note: if the middle distillate contains bio-components, the requirement for FAME testing shall be assessed (as described in 4.6.8). Aviation gasoline should be received via lines reserved for light distillates (gasoline, special solvents, etc).

8.3.2.3 Wherever possible, product-to-product pumping should be adopted, without the introduction of water to separate products or to clear lines handling aviation fuels. If lines handling aviation fuels have to be left f ull of water, it should be fresh or suitably buffered (pH neutral) water.

8.3.2.5 When receiving multi-product cargoes the discharge sequence should be arranged to minimise the effects of interface contamination of the aviation grades. Leading and trailing product interfaces shall be diverted into non-aviation storage or slop tanks.

8.3.2.6 One or more tanks shall be segregated for receipt of product, checked for water, and any water removed before receipt begins. More than one vessel may be discharged into the same tank.

8.3.2.7 Prior to product receipt, the outlet valves/lines shall be closed, sealed or locked either physically on site or remotely via a control system to ensure unreleased product is not inadvertently delivered from the tank during receipt.

8.3.2.8 Stock reconciliation is an important part of quality control when receiving aviation fuels. Differences between delivered and received volumes shall be investigated carefully as they may indicate that contamination or adulteration/theft has occurred.

8.3.3 Receipt from single grade pipeline

8.3.3.1 Before receipt starts, it shall be ensured that all valves are set correctly and that the pumping sequence, timing, quantities and relevant densities are known. In the case of pipelines that are not used regularly, it shall be ensured that all low points have been drained, and if there is a chance that water has remained in the line, copper corrosion testing should be performed on received fuel.

8.3.3.2 During the pumping of the product, samples shall be drawn as close as possible to the Custody Transfer Point (CTP), as a minimum approximately 1 minute after liquid starts to flow, approximately half way through the pumping period, approximately 5 minutes before pumping is due to be completed, and at any change of batch. Each of the samples should be subjected to a Control Check (and conductivity if SDA has been added to the fuel upstream of this point). Results from the Control Check shall be documented.

8.3.3.3 If large amounts of water or solid contaminants, or abnormal density is noted, the flow shall be stopped if possible, or diverted to a slop tank, and the pumping station of the pipeline notified. Delivery into the storage tank shall only be resumed after clearance has been given by the installation manager.

8.3.3.4 Automatic or continuous line monitoring systems that include calibrated densitometers/ turbidity analysers (or equivalent) may be considered as equivalent to 8.3.3.2.

8.3.3.5 When the pump-over is complete, it shall be checked that the correct quantity has been received. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system.

8.3.4 Receipt from multi -product pipelines

8.3.4.1 Before receipt starts, it shall be ensured that all valves are set correctly and that the pumping sequence, timing, quantities and relevant densities are known. In the case of pipelines that are not used regularly, it shall be ensured that all low points have been drained, and if there is a chance that water has remained in the line, copper corrosion testing should be performed on received fuel.

8.3.4.2 Procedures similar to 8.3.3.2 and 8.3.3.3 shall be enforced but with samples drawn as close as possible to the CTP approximately 1, 3 and 10 minutes after liquid starts to flow, every two hours, approximately 5 minutes before pumping is due to be completed, and at any change of batch, Additional testing of samples drawn during the transfer may be performed to ensure that no cross-contamination has occurred.

8.3.4.3 The most important quality protection measure in multi-product pipeline movements is the method of handling product interface cuts. Care should be taken to ensure that the leading and trailing interface between the products handled in the pipeline are directed into non-aviation storage.

8.3.4.4 To limit the degradation of jet fuel due to interface comingling or pipeline pick-up, leading and trailing consignments should be one of the following products, listed in order of preference.

− light distillate feedstock (naphtha);

− middle distillates;

− motor gasoline.

Pipeline drag reducing additives (DRAs) may be present in these non-aviation products and it is essential that strict controls are in place to avoid any contamination of jet fuel with DRAs.

The injection of DRA into other products preceding a jet fuel parcel should be stopped sufficiently in advance of the jet fuel interface to avoid any possibility of the jet fuel picking up even traces of DRA.

8.3.4.5 In the case of jet fuels, where there is a possibility of contamination with gasoline, flash point may need to be measured on pump-over samples depending on parcel size, length of pipeline and knowledge of the supplying location pipeline configuration.

8.3.4.6 Certain product additives are known to be harmful to aviation fuels because of their surface active properties. When products containing these additives precede aviation fuel pipeline consignments, there is a danger that the resultant pick-up can lead to quality problems.

Where harmful additives are known to be included in products intended for transportation within multi-product pipelines carrying aviation products, the carrier company should be requested to exclude the additives from the product entering the pipeline and injection should take place after the break-out points.

8.3.4.7 When the pump-over is complete, it shall be checked that the correct quantity has been received. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system.

8.3.5 Receipt from ocean tanker or coastal/inland waterway vessel

Aviation fuels should, whenever possible, be delivered to storage by dedicated vessels and be discharged through completely grade-segregated systems.

A dedicated vessel is one which transports exclusively one grade of product in all cargo compartments and which has transported the same grade during the previous three journeys (refer to EI HM50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products for more detailed guidance). A vessel that uses cargo tanks for ballast on return journeys, irrespective of the previous cargo carried, shall be treated as a non-dedicated delivery system.

Ocean tankers (vessels greater than 20 000 tonnes deadweight) shall not be considered dedicated under any circumstances due to the complex nature of their compartments and piping arrangements. (Note: ships under 20,000tones are not necessarily dedicated).

8.3.5.1 Procedures before discharge

(a) The vessel’s papers shall be checked to ensure that all documents are readily available. Documents to be checked are:

(i) RC;

(ii) RCQ, CoA and/or RTC (whichever is applicable) (iii) Bill of Lading;

(iv) Ullage report;

(v) Recertification Test results on the ship’s loaded samples if applicable (see 10.1.5), which may be transmitted to the receipt location by fax or email;

(vi) Inspector’s (Surveyor’s) Report from load port, including previous cargo and cleaning procedures;

(vii) Inventory of samples;

(viii) Loading plan (if available)

(b) A check shall be made to ascertain that all of the deck cargo accesses of the vessel are closed and secured.

(c) If the ullage in any compartment differs greatly from the loading figures shown on the ullage report (more than +/- 0,2%), the ship’s Master should be consulted. If no satisfactory explanation is obtained, the suspect compartment should not be discharged and the supplying company should be advised. Fuel in the suspect compartment may be unloaded only if the results of a Recertification Test carried out on a Composite Sample from the compartment are satisfactory.

(d) All vessel cargo tanks shall be checked for the presence of water using a suitable water finding paste. If significant levels of water are observed the ship’s Master and the supplying company concerned shall be advised promptly. Contingency plans, agreed with supplying companies, should be available to deal with this situation.

These should include discharge plans to minimise the amount of water contamination and, if possible, requesting the vessel to strip the bottom from each compartment.

(e) A 1-litre (1 USQ) Running Sample shall be taken from each compartment and checked according to the Control Check. If satisfactory results are obtained and the corrected density at 15°C is within 3kg/m³ of the results reported on the RC, product can be accepted. For dedicated inland waterway vessels it is permissible to combine up to three compartments for the Control Check.

The conductivity of these samples should also be checked so that, if necessary, static dissipater additive can be added during discharge in a manner that ensures adequate mixing with the product (see 7.9.3.4).

If the results of the Control Check are not satisfactory, the supplying company concerned shall be advised, a letter of protest shall be served on the ship’s Master, and the vessel shall not be discharged unless and until agreed by the receiving location. Contingency plans, agreed with the supplying companies, should be available to deal with this situation.

(f) Additional Multiple Tank Composite Samples for retention shall be prepared using suitable containers and sealed in the presence of the ship’s Master or his representative. These samples need not be tested unless the quality of the consignment is subsequently questioned. They shall be retained at the installation until at least 2 days after complete exhaustion of the relevant batch(es).

(g) Establish with the responsible Ship’s Officer the sequence of off-loading different products, pumping procedures, etc., taking account of the following product quality requirements:

− Avoiding contaminating aviation fuels with other products.

− Avoiding contaminating aviation fuels with water.

8.3.5.2. Procedures during discharge

During discharge of the product, samples shall be drawn from the receipt pipeline at a point as close to the ship as possible for a Control Check. For dedicated vessels, line samples shall be drawn approximately 5 minutes after starting and immediately before the end of discharge. For receipt from non-dedicated vessels, samples shall also be taken at least every 2 hours during discharge. Additional testing of samples drawn during the discharge of multi-product cargoes may be performed to ensure that no cross-contamination has occurred. Automatic or continuous line monitoring systems that include calibrated densitometers/ turbidity analysers (or equivalent) may be considered as equivalent to the above monitoring to enable the start and finish of the aviation fuel parcel to be determined.

The interface shall be diverted to appropriate ground fuel/non-aviation product or slops tank.

Any observed contamination should be reported immediately to the ship’s Master or his representative. If gross amounts of water or dirt are observed the discharge should be stopped and the situation investigated. The supplying company concerned shall be advised promptly. Contingency plans, agreed with supplying companies, should be available to deal with this situation.

The simultaneous discharge of two products of product is only permitted if the ship’s cargo tanks and lines, discharge manifold and shore-lines are fully segregated.

8.3.5.3 Procedures after discharge

After discharge, the vessel compartments should be checked to ensure that they are empty and to verify that the correct quantity has been discharged.

Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system.

8.3.6 Receipt from road tanker or rail tank car

8.3.6.1 On arrival at the installation the road tanker or rail tank cars should be checked to ensure that the seals (on manlids and on outlet and filling points) are intact and that the grade markings on the sides and at the outlets are correct. A copy of the RC (see example in Annex D) and, where the road tanker or rail tank cars are not grade dedicated, details of the previous load carried and the cleaning certificate shall be checked before receipt of the product.

8.3.6.2 Any trace of free settled water in compartments shall be drained off. If a sample fails the Appearance Check, a minimum settling time of 5 minutes should be observed, the line

flushed and a fresh sample taken for another Appearance Check. If the sample fails the Appearance Check the product should not be discharged until further assessment confirms it is appropriate to do so. In such cases, the supply source concerned should be notified. If the product is rejected, the reason for the rejection should be entered on the road tanker or rail tank cars RC.

8.3.6.3 Drain samples shall be drawn from each compartment and checked according to the Control Check. Up to three compartments on any one road tanker or rail tank car may be combined for density determination. The corrected density shall agree within 3 kg/m³with the results of the batch density of the product in the tank from which the vehicle is loaded and reported on the RC. If the difference in corrected standard reference temperature density exceeds 3 kg/m³, the vehicle shall not be discharged unless a satisfactory explanation is obtained from the supplying location (for example density differences due to tank layering or a change of batch during loading) and confirmed in writing as soon as possible. Written records of the results of all checks, including the determined and corrected density figures shall be kept.

Where road tankers with compartment discharge lines manifolded together are in use, obtaining representative samples from each compartment can be a difficult and time-consuming process. In some cases, individual sample lines from the bottom of each compartment can simplify the procedure. Alternatively, the following procedure shall be followed:

− Open the manifold outlet and ensure that the manifold is empty.

− Open fully the foot valve of the first compartment (preferably the one furthest from the manifold outlet) for sufficient time to flush a 5-litre sample through the manifold into a sampling container. Perform a Control Check on this sample.

− Repeat this procedure for each compartment in turn.

8.3.6.4 Where rail tank cars are not equipped with valves for draining low points, alternative procedures and equipment should be used to ensure effective removal of free water and sediment and to provide samples for a Control Check.

8.3.6.5 After discharge the compartments should be checked to ensure that they are empty and to verify that the correct quantity has been discharged.

8.3.6.6 Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system.

8.4 QUALITY CONTROL AND RELEASE PROCEDURES

In document Jig Standard 1530 Manual (Page 69-74)