# JOHN ZINK® MARINE VAPOR COMBUSTION

SYSTEM

PREPARED BY KEN WRIGHT

DATE 18-MAY-2011

REVISION

JZ FILE NUMBER VC-200805-8636-A 

## Prepared for:

Pedro Alvarado

&

Don Krain

Of

Kinder Morgan

For

Philadelphia, PA.

John Zink Company, LLC • 11920 East Apache Street • Tulsa, Oklahoma 74116 USA

PHONE 918

‐ 234

‐ 2947 • FAX 918

‐ 234

‐ 1968 • EMAIL ken.wright@johnzink.com • www.johnzink.comPage 2 John Zink File: VC

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### Table of Contents

Page No.

I. Introduction .................................................................................... 3

II. Design Basis..................................................................................... 7

III. Process Descript ion......................................................................... 8

IV. Equipment Specificat ions ............................................................... 12

V. Performance Guarantee ................................................................. 21

VI. Commercia l..................................................................................... 20

VII. Exceptions and Clarificat ions.......................................................... 22

VIII. Owner Requirements & Responsib ilities........................................ 23

IX. Attachme nts.................................................................................... 25

A. Preliminary P&IDs

B. John Zink Standard Terms and Conditions of Sale

C. Technical Assistance Rate Sheet

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

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### I. Introduction

John Zink Company, LLC is pleased to provide this proposal for a JOHN ZINK ®

35

‐ 2/8

‐ 1/8 Marine Vapor Combustion System (MVCS) to be located at Kinder Morgan’s

petroleum products terminal in Philadelphia, Pennsylvania.

The system proposed herein is for a combination marine loading and truck loading vapor

control system that is designed to load cumene from either (or both) of two separate dock

loading berths, so long as the combined total loading rate does not exceed 5,000 BPH. The

system can also receive up to 300 scfm of truck vapors from an accumulator independent (but

at the same time if desired) of the marine loading activity.

The system is designed in accordance with the appropriate sections of 33 CFR Part 154 to

condition, transfer and combust the hydrocarbon vapors displaced during the loading of

cumene into marine vessels.

The vapors from the truck rack vapor accumulator will always be keep completely separate

from the marine loading vapors to avoid any conflict with the USCG safety rules governing the

loading of vessels.

The emission of VOCs from any of the loading vapors will not exceed 10mg/Liter loaded as

noted in the in the Performance Guarantee section.

It is understood that there may be reason to not include treating the truck vapors as part of this

project and therefore we have also offered an alternate design and price for a unit solely

dedicated to the marine loading activates.

Through the execution of hundreds of vapor control projects, John Zink has developed a

thorough understanding that our customers value safety, efficiency, and ease of installation,

operation and maintenance in their equipment. The design of the proposed VCU incorporates

several features which enhance safety, performance and reliability. John Zink also understands

that, in addition to high

‐ quality equipment, our customers value excellence in project execution

and service. Purchasing a system from John Zink provides many advantages not limited to the

following:

 Experienced design and project management staff dedicated to providing excellent

customer service during the execution and installation phases of a project.

 In

‐ house fabrication ability. Because John Zink owns its own 250,000 square foot

manufacturing facility, we are able to assemble most systems in our own shop which

allows us to better control quality and schedule. We also assemble our control panels

in

‐ house and perform a functional test of the control panel and MVCS skids prior to

shipment.

 Large service organization. Our factory trained technicians provide both preventative

maintenance and emergency call

‐ out assistance 24/7.

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

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 Spare parts inventory for quick turn arounds.

 Portable Emission Control Systems (PECS®) for temporary compliance needs.

 Installation assistance.

 John Zink anti

‐ flashback burners. John Zink is the only VCU supplier to

design and manufacture our own anti

‐ flashback burners.

 Elimination of liquid seal. John Zink’s anti

‐ flashback burners allow for an additional level

of safety so that liquid seal can be removed, reducing equipment maintenance.

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

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Scope of Supply Summary

Engineering

The following items are included as “Engineering Deliverables”

1. Piping and Instrument Diagrams

2. System pressure drop calculations

3. Natural gas requirements for enrichment

4. Natural gas requirements for assist gas

5. Combustor emission data

6. Utility requirements

7. Design and specification for:

Dock Safety Unit (DSU)

Vapor Blower Unit / Vapor Staging Unit (VBU/VSU)

Vapor Combustion Unit (VCU)

8. General arrangement drawings with complete tagging and assembly information.

9. Control panel(s) and junction box schematics.

10. Electrical one line diagrams.

11. Structural design of combustor with foundation information for design by others.

12. Structural design of skids with foundation information for design by others.

13. Written operational procedure.

14. Documentation package for the John Zink design that will be used as part of the

documentation package to obtain an exemption from compliance with the requirement for

a liquid seal found in 33CFR 154.828(b)(1).

Equipment

The proposed Marine Vapor Combustion System (MVCS) is designed to control hydrocarbon

emissions from vapors displaced during the loading of marine vessels safely and effectively.

The MVCS consists of three main process units, two (2) Dock Safety Units (DSU), one (1) Vapor

Blower Unit & Vapor Staging Unit (VBU/VSU), and one (1) Vapor Combustion Unit (VCU) with

two distinctly separate burner systems for the truck rack vapors and the marine loading vapors.

DSU equipment is located on the dock. The DSU serves as protection for the marine vessels

from excessive pressure, excessive vacuum, flashback, and other shore

‐ based hazards. Vapors

displaced from the marine vessel will either be inerted by the time the vessel begins to load at

the dock (maximum 5% O 2 ) or be conditioned with natural gas to a safe composition above the

upper flammable limit. The DSU will be provided on a skid, and a dual oxygen analyzer system

will be used to confirm that the vapors leaving the DSU are in compliance with the USCG rules.

The VBU/VSU utilizes a centrifugal pressure blower to transfer the vapors from the DSU to the

VCU. The system operating pressure is controlled by varying the motor speed to match

demand requirements. Marine vapors are transferred to the VCU where they are thermally

destroyed in a controlled manner. The control system is integrated between the three process

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

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DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company. units. Each unit includes numerous components that must interact with each other,

automatically adjusting to changes in flow and composition.

In addition truck rack vapors will have a dedicated vapor staging system that is tied to the

overall operation of the VCU, but has no influence on the operation of the MVCS system and

then if there is a combustor shutdown which will stop vapor from both sources from entering

the combustor.

The system also includes a PLC system utilizing AB Control Logix remote I/O in the control panel

at each skid. The AB Control Logix PLC will be mounted in a control panel located in aing that

will be located in a non hazardous building located in the general area of the VCU. The PLC

control system will have total Ethernet connectivity to the remote I/O and to the plant's

computer system.

The design and operation of the MVCS are strictly regulated by the U.S. Coast Guard as defined

in Title 33 Code of Federal Regulations Part 154 (33 CFR 154). These regulations were

promulgated on June 21, 1990 in response to the requirements in the Clean Air Act for vapor

control during marine loading. The regulations did not require vapor control, but established

safety requirements to prevent the marine vessel from excessive pressure or vacuum,

overfilling, and fire or explosion when vapor control is used. The regulations originally

addressed only the marine loading of crude oil, gasoline and benzene but have been extended

to the loading of many other materials including distillates and chemicals. The regulations have

not been revised to address the numerous technical complexities and new environmental

regulations since they were promulgated. They have, however, been significantly

supplemented by a large number of U.S. Coast Guard letters, guidelines and waivers. John Zink

has been integrally involved in the evolution of these regulations and supplements and assures

our customers that our MVCS will meet all U.S. Coast Guard requirements.Page 7 John Zink File: VC

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### II. Design Basis

This design basis was developed from bid specifications and from reasonable assumptions. This

basis is critical to the performance of the MVCS, and both the site

‐ specific information and the

assumptions should be thoroughly reviewed to ensure that they are accurate and acceptable.

Marine Loading

Number of Berths ............................................................................. Two (2)

Number of Loading spots on berth................................................... One (1)

Vessels Loaded................................................................... Ships and Barges

Vessels Atmospheres .............................................Inerted and Non

‐ Inerted

Vessels Loaded Simultaneou sly ........................................................ One (1)

Inerted and Non

‐ Inerted Atmospheres Loaded Simultaneously..............No

Liquid Product Loading Rates .......................................................5,000 BPH

Vapors from Products : .................................................................... Cu mene

Maximum True Vapor Pressure (1) .................................................... 0.4 psia

Maximum Vapor Hydrocarbon Concentration (1) .......................... 2.7 mol%

Vapors from vessel with 25% growth ............................................585 scfm

Estimated Enrichment Gas (2) ................................................ 190

– 262 scfm

Maximum Enriched Vapors (2) .........................................................847 scfm

Assist Gas (3) ................................................................................0

‐ 165 scfm

Maximum heat release from enriched marine vapors ....... 14.6 MMBtu/hr

Piping Layout (to be confirmed by customer)

DSU to KO inlet....................................... 2,200 feet of 8” pipe assumed

Estimate prssure drop from DSU inlet though VCU....................... ~40” w.c.

Pressure at the facility connection (DSU Inlet)................................ ~1” w.c.

Truck Loading

Vapors from Products: .................. Gasoline, Distillates, Denatured Ethanol

Maximum True Vapor Pressure (4) .................................................... 5.5 psia

Maximum Vapor Hydrocarbon Concentration (4) ........................... 26 mol%

Vapors from accumulataor (5) .........................................................300 scfm

Maximum heat release from truck rack vapors .................. 16.2 MMBtu/hr

Required Pressure at VSU inlet........................................................ ~8” w.c.

Common to Facility

Maximum Estimated Heat Release...................................... 30.8 MMBtu/hr

Estimated Pilot Gas (6) ................................................... 3.6 scfm natural gas

VOC Emissions (7) ............................................................... < 10 mg/L loaded

Area Electrical Classification

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DSU skid ............................................... Class I, Division II, Groups C & D

VBU/VSU skid.............................Outdoor Unclassified (non

‐ hazardous)

VCU.............................................Outdoor Unclassified (non

‐ hazardous)

VFD / PLC located in building........Indoor Unclassified (non

‐ hazardous)

Assist & Vapor blowers Motor Type ........................ TEFC (Class I, Div II)

DSU Control Panel Enclosure Type .....................NEMA 4X with Z

‐ purge

VBU/VCU Control Panel Enclosure Type.................................. NEMA 4X

VFD & PLC building Control Panel Type..................................... NEMA 1

Detonation Arrester Classifica tion........................ Type 1, Groups D Vapors

Earthquake Zone......................................... Zone 0 required; built to UBC 4

Wind Velocity .................................................................ASCE 7

‐ 05 125 mph

Ambient Temperat ure ................................................................... 20

‐ 110 0 F

Electrical Power .......................... 480 V, 3 Ph, 60 Hz and 120 V, 1 Ph, 60 Hz

Enrichment Gas......................................... Natural Gas @ 30 psig minimum

Instrument Air/Nitr ogen....................................... 80 psig (

‐ 40 0 F dew point)

Notes to Design Basis

1. The maximum hydrocarbon concentration corresponds to approximately

70% saturation of a liquid with a true vapor pressure of 0.6 psia. We use a

saturation level of approximately 70% based on our vessel loading

experience. True vapor pressure has been verified by the customer in

project specification.

2. Enrichment gas is required when the oxygen concentration of non

‐ inerted

vapors is too high to be considered “safe” in accordance with 33 CFR

154.824. The amount of enrichment gas required will vary based on the

vapor flow rate and the oxygen and hydrocarbon concentrations. The

maximum enrichment gas flow rate occurs at the beginning of the loading of

a non

‐ inert vessel and is automatically reduced as the vapors leaving the

vessel become richer during the loading. The flow rate is calculated for

vapors at 60  F and 14.7 psia at the Dock Safety Unit and will be somewhat

different at other temperatures and pressures. The MVCS, however, is

designed for the entire vapor temperature and pressure ranges defined in

this basis.

3. Assist gas will be injected via a separate assist gas burner at the VCU when

starting to load an inerted vessels while the vapors are too lean to burn

properly and maintain the combustor operating temperature. As the

hydrocarbon concentration becomes higher in the vapors leaving the vessel,

the assist gas rate will be automatically reduced.

4. Since the vapors coming from the truck rack will be collected and mixed in

the accumulator vessel, we have assumed that the vapors leaving the

accumulator tank will be relatively constant ion composition. While ethanol

is the main product that is loaded, the trucks at the rack are not dedicated to

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

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DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company. ethanol and the vapors may actually contain a significant amount of gasoline.

We have assumed that the vapors will be composed of approximately 30%

gasoline.

5. It is our understanding that flow rate to the VCU will be controlled by a vapor

blower (furnished by others)

6. Pilot gas is required continuously at a rate of approximately 0.9 scfm per

pilot.

7. Refer to the Performance Guarantee in Section V.Page 10 John Zink File: VC

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### III. Process Description

The P&IDs attached show a typical arrangement of the control equipment required to meet

Coast Guard requirements. The three major components required by the regulations are the

Dock Safety Unit (DSU), Vapor Blower Unit & Vapor Staging Unit (VBU/VSU) and the Vapor

Combustion Unit (VCU). For this system, the VBU/VSU and VCU are packaged as separate

modules.

All marine transport vessels (ships/barges) used for the transportation of organic liquids, are

outfitted with a vapor collection header for the containment of the organic vapors generated

during the loading process. The collected vapors are routed through a vapor hose and into the

Dock Safety Unit (John Zink Supply).

The Dock Safety Unit is located at the dock and serves the purposes of protecting the marine

vessel from fire/explosion, over and under pressure, and of conditioning the captured vapors to

a nonflammable condition. At the DSU the non

‐ inerted vapors are conditioned by adding

enough natural gas to "enrich" the vapors leaving the vessels at least to 170% of the upper

flammability limit (UFL). The John Zink system will control to approximately 200% of the UFL to

avoid nuisance alarms during operation.

On the DSU, the vapors pass through an automatic quick closing block valve. The vapors are

then routed through a Detonation Arrestor to the enriching gas mixer for addition of the

natural gas. The amount of enrichment gas added is controlled throughout loading by using a

Dual Oxygen Analyzer System. The mixed vapors are analyzed with the Dual Oxygen Analyzer

System to verify the mixture is at least 170% of the UFL. For a non

‐ inerted vessel, the system

alarms at a concentration of 15.5% oxygen (170% of the UFL for methane in air) and shuts the

loading process down at an oxygen concentration of 16.5% (150% of the UFL for methane in

air).

The vapors leaving the Dock Safety Unit travel through piping (provided by others) to the

Knockout Vessel located on the VBU / VSU skid (John Zink Supply). Any condensate that forms

in the system will be collected here. The vapors will then go to a centrifugal blower The blower

provides the motive force for overcoming the pressure drop created during transportation of

the vapors from the marine vessel to the emission control device. The blower is equipped with

a variable speed drive to control the pressure in the vapor manifold at the desired level. A

pressure transmitter at the DSU sends a signal to a second pressure controller. The pressure

controller, in turn, automatically adjusts the pressure control valve at the dock to maintain a

slight positive pressure at the facility vapor connection.

The vapors discharged from the blower pass through another detonation arrestor and into the

combustion chamber via the vapor staging valve.

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Vapors from the truck rack accumulator enter the combustor via a dedicated vapor header and

vapor staging system leading to a burner inside the combustor that is separate from the

burners used by the marine vapors

The combustion process is aided in the combustion chamber by an assist air blower which

provides part of the stoichiometric air necessary for combustion as well as providing mixing

energy for efficient, smokeless operation. The remaining air required for combustion and for

quenching is controlled via temperature by the natural draft dampers located at the bottom of

the stack. In the event that the vapors contain too little heating value to support combustion

and maintain the chamber temperature high enough to sustain good levels of VOC destruction,

additional fuel will be introduced into the chamber via a dedicated burner on an “as needed”

basis. The combusted vapors exit the VCU to the atmosphere.

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### IV. Equipment Specifications

The proposed Marine Vapor Combustion System (MVCS) is provided in modular packages to

allow for convenient field installation and to provide adequate equipment spacing for ease of

operation and maintenance.

The Dock Safety Units (DSU), Vapor Blower Unit / Vapor Staging Unit (VBU / VSU), will be

furnished as separate skid assembled units, the Vapor combustor (VCU) will be furnished as a

free standing entity. The dock is required to have a “control station” and therefore an operator

control panel is mounted on the dock safety skid. There is also a control panel at the VCU to

allow local combustor operation for maintenance and testing. The “main" control panel housing

the PLC and HMI is included as a separate wall mounted panel that will be installed in a building

supplied by others. The equipment is described in detail below. All sizes, dimensions and

specifications are preliminary and may be changed in final engineering.

Marine Dock Safety Unit (DSU) Components (two DSUs are required)

The DSU is designed to handle the vapors from loading up to

. The DSU is expected

to be installed in area. The main DSU components are described below.

Pressure / Vacuum Relief Valve

One pressure / vacuum relief valve in accordance with 33 CFR 154.814 will be provided to

help protect the marine vessel from excessive pressure from a faulty enrichment system or

excessive vacuum from the vapor blower. The valve is equipped with flame screens.

Vapor Piping System

A carbon steel vapor piping system in accordance with 33 CFR 154.810 will be provided for

the introduction of vapors into the DSU. It consists of a facility vapor connection, a vertical

vent pipe for the pressure relief valve effluent, an automatic isolation valve and a manual

isolation valve.

is

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Detonation Arrestor

An detonation arrester in accordance with 33 CFR 154.822 is required to help protect the

marine vessel from fire and explosion.

.

Instrumentation

Pressure instruments in accordance with 33 CFR 154.814 are provided for the measurement

of the pressure of the vapor stream.

Instrument Air Header

A galvanized instrument air header with local pressure indication and individual manual

shut off valves to each individual instrument air user is furnished.

Oxygen Analyzer System

One oxygen analyzer system in accordance with 33 CFR 154.824 will be provided to sample

and analyze the oxygen content of the vapors and send a signal to the enrichment gas

controller.

Enrichment Gas System

One enrichment gas system in accordance with 33 CFR 154.824 will be

provided for the DSU to add the fuel gas necessary to ensure the vapors are not in the

flammable range.

Vessel Overfill Panel

A vessel overfill panel in accordance with 33 CFR 154.812 will be provided to alarm and shut

down the MVCS if the marine vessel is overfilled at each facility connection.

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Pressure Test Panel

A test panel will be provided to help perform the testing of the pressure alarms and

shutdowns required by 33 CFR 154.880.

DSU Skid

Vapor Blower Unit / Vapor Staging Unit (VBU/VSU) Components

A Vapor Blower Unit / Vapor Staging Unit skid (VBU/VSU) contains all components related to

the vapor blower and vapor staging. The main components are described below.

Vapor Piping System

A carbon steel vapor piping system in accordance with 33 CFR 154.828 will be provided for

transporting the vapors from the knockout vessel to the combustor

Knockout Vessel and Accessories

A knockout vessel in accordance with 33 CFR 154.808 will be provided is included to help

remove liquid from the vapors.

Vapor Blower and Accessories

A single stage centrifugal vapor blower in accordance with 33 CFR 154.824 are included to

transfer the vapors from the loading connection at the DSU thru the VCU.

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Liquid Seal

Vapor Isolation Valves (Marine)

Detonation Arrestor (Marine)

An detonation arrester in accordance with 33 CFR 154.822 is required to help protect the

marine vessel from fire and explosion. It is a passive device that uses the element to

extinguish a flame by absorbing its heat and is designed to withstand the velocities and high

pressures that occur in a detonation. The arrester is designed for Group D vapors

constructed with a carbon steel body and a stainless steel element. A high temperature

shutdown switch is provided on the element face to detect the presence of a flame on the

face of the element. The element is removable for cleaning and inspection.

Vapor Isolation Valves (Truck)

a 4” 150 # wafer style firesafe butterfly valve and is provided with a pneumatic actuator.

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Pilot System

Assist Gas System

Instrument Air Header

VBU/VSU Instrumentation

VBU / VSU Skid

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Vapor Combustor and Connected Components

Other Combustor Features

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Control System

John Zink Fabrication Standards

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Equipment Dimensions and Weights

 Dock Safety Unit (DSU):

 Vapor Blower Unit / Vapor Staging Unit (VSU/VBU):

 Vapor Combustor:

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### V. Performance Guarantee

John Zink Company offers the following performance guarantees for the proposed Vapor

Combustion Unit quoted:

 The total hydrocarbon emissions to be a maximum of Hydrocarbon per Liter

product loaded.

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### VI. Commercial

Pricing, Delivery, And Terms

FIRM PRICE

The Sale Price (all prices are in US Dollars) for the John Zink Marine /Truck Vapor Combustion

System proposed herein includes design and fabrication. The sales price excludes freight and

handling to job site, field installation, commissioning (start

‐ up) services, applicable taxes, fees,

permits, or any other charges.

Firm Price ....................................................................................................$795,620.00

Option 1:

This option removes the truck rack capabilities from the combustor by taking away the truck

vapor control piping and burner

.

Net deduct ................................................................................................. ($85,110.00)

Option 2

This option deletes the HMI from the John Zink scope of supply and moves the controling PLC

from the building to the control panel on the VBU/VSU skid

Net deduct ................................................................................................($22,535.000)

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A

SCHEDULE

COMMISSIONING/START

‐ UP

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### VI. Exceptions and Clarifications

There are no Kinder Morgan specification considered in this pricing and pricing is based on

using John Zink standard design and construction practices

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company.Page 26 John Zink File: VC

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### VIII. Owner Requirements and Responsibilities

part is prohibited and shall only be granted by written permission of John Zink Company.Page 27 John Zink File: VC

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16.

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company.Page 28 John Zink File: VC

‐ 200805

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‐ A

Kinder Morgan 18

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‐ 2011

DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY, LLC.

This document is It is to be maintained in confidence. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company. 

### IX. Attachments

The following attachments are contained in this section:

A

. Preliminary P&IDs

B. John Zink Standard Terms and Conditions of Sale

C. Technical Assistance Rate SheetPage 29 John Zink File: VC

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DOCUMENT Copyrighted 2011 ATTACHMENT A

PRELIMINARY P&IDs

By JOHN ZINK COMPANY

This document is It is to be maintaine d in confide nce. Use of, or copying in

whole or part is prohibited and shall only be granted by written permission of John Zink Company.207 GENERAL TERMS AND CONDITIONS OF SALE

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.207709 Last Updated 5/17/10DOCUMENT Copyrighted 2011 by JOHN ZINK COMPANY LLC. Th is document is It is to be maintained in confidence.

Use of, or copying in whole or part is prohibited and shall only be granted by written permission of John Zink Company. 

### 2011 (Rev 0)



### D

For W

Hourly Rates fo ith JZ

(These rates are o

Craft Descriptio

Service Technicia

Engineering De

Drafting

Engineers

Senior Engineers /

Hourly Rates fo JZ

(These rates are d

Craft Descriptio

Service Technicia

Engineering De

Drafting

Engineers

Senior Engineers /

Notes: 

.  The above rates do not include travel and living expenses.  All rates are in

US dollars.

OTHER FIELD CHARGES