Vol. 5 No. 2 April, 1966 30s. per annum
Telephone: EASt 0428
Complete petrol and fuel oil bulk storage tank installations.
Pressure testing tanks and pipe work.
Steaming out and de-gassing petrol tanks; issuing gas free certificates.
Petrol and fuel oil tank cleaning service.
APRIL, 1966
Published quarterly by the Association for Petroleum Acts Administration
Opinions expressed in this journal are not necessarily the views of the Association
Editor: R. P. HOLDAWAY WEIGHTS AND MEASURES DEPT GUILDHALL, SHREWSBURY
Subscription: 30s. per annum
TALKING POINT 30
NOTES AND NEWS 30
THE DISASTER AT FEYZIN 32
NEW CONCEPT IN THE SUPPLY OF FOAM COMPOUND TO OIL FIRES-G. NASH 33
THE STORAGE oF LIQUEFIED PETROLEUM GAs-C. F. BASHFORD 35
THE MONOPOLIES COMMISSION 36 BIRMINGHAM-GAS WORKS EXPLOSION 36
PLANNING APPLICATIONS FOR PETROL STATIONS ON TRUNK OR OTHER ROADS-T. R. RICHARDSON . . 37
NOTE ACCEPTOR PETROL PUMP-G. MAYHEW 39 NATURAL GAS FOR EUROPE 41 IN PARLIAMENT 43
COUNCIL MEETING-DUDLEY, 24TH FEBRUARY, 1966 44 BRANCH MEETINGSSOUTH EASTERN-GODALMING, 8TH DECEMBER, 1965 45 MIDLANDS-NOTTINGHAM, 20TH JANUARY, 1966 45 THROUGH THE PIPELINE 47
LEGAL PROCEEDINGS 48
Chairman: D. HALL
Hunurary Secretary/Treasurer: L. A. CAVE
Liaison/Advertisement Officer: G. N. DEAN
Weights and Measures Dept. Public Health Dept.
The tragedy of Feyzin emphasises in no uncertain manner the need for legislation in regard to the storage, transportation and use of a constantly increasing number of highly dangerous gases and liquids. Could such a disaster happen here ? According to the Chief Fire Officer of Kent who visited the scene of the tragedy, not only could we have a "Feyzin" or worse, but we actually seem to be asking for it ! A serious statement indeed but one supported by a wealth of experience and authority.
It is to be hoped that if a question on the possibility of a similar disaster in this country is raised in Parliament, the spokesman for the Home Office will not announce that the reconstituted Advisory Committee will be asked to "examine urgently .''- We have heard this one before and our memories of the inaction of its predecessor, the abortive misnamed Working Party are too fresh in our minds to encourage any hope of immediate measures.
The City of Coventry has licensed liquid petroleum gases since 1957 and although this action has never been challenged in the Courts, in the ultimate, responsibility for the safety and well being of its people rests with the central authority. There is only one way that the Government can express its awareness of the danger in our midst and that is by immediate legislation requiring the licensing of these gases. It would be an incredible blunder on the part of any Government if, after ignoring the warnings of experts, by mischance a similar tragedy occurred in the United Kingdom.
Aldershot M.B.C. Aldridge & Brownhills U.D.C. Arnold U.D.C. Ashford R.D.C. Axholme, Isle of R.D.C. British Transport Docks Board
Chard R.D.C. Dorking U.D.C. Dover R.D.C. Fareham U.D.C. Fife C.C.
Folkestone M.B.C. Launceston M.B.C. Midhurst R.D.C. Portslade by Sea U.D.C. Royal Tunbridge Wells M.B.C. Warley C.B. Winchester R.D.C. Wokingham M.B.C.
H. s. s. s. H.A. H. s. H. H. W.M. W.M. H. s. s. W.M. W.M. H. H.
Hants. Staffs. Notts. Kent Lines. Somerset Surrey Kent Hants. Kent Cornwall W. Sussex E. Sussex Kent Staffs. Hants. Berks.
W. J. Finch (Installations) Ltd., 369 Victoria Road, Birmingham 6.
Associate Member: A. G. H. Rowe, transferred from Power Petrol Co. to Shell-Mex and B.P., Ltd.
Members: Aldridge Amblecote Bilston Brierley Hill Brownhills Coseley Darlaston
U.D.C. U.D.C. M.B.C. U.D.C. U.D.C. U.D.C. U.D.C. Willenhall
Rowley Regis Sedgeley Smethwick Tettenhall Tipton Wednesbury Wednesfield U.D.C.
M.B.C. U.D.C. C.B. U.D.C. M.B.C. M.B.C. U.D.C.
Following the Boundary Commission proposals some 15 Local Authorities disappeared as separate entities on the lst April. Many of these Authorities were early members of the West Midlands Petroleum Acts Administration Group which started its activities in 1958, and their tinued support of the Association to the present day is recognised and appreciated.
We wish these Authorities well in their new set up and trust their Officers and Members, particularly who attended many of our meetings in the old days, will find happiness and success in their new environment.
The reorganisation will result in the Black Country being regrouped into five County Boroughs, each including an existing County Borough.
These are:
Dudley County Borough grouped with Brierley Hill Urban District, most of Sedgeley and part of Coseley and Amblecote Urban Districts.
Smethwick County Borough grouped with Oldbury and Rowley Regis Boroughs and part of Halesowen Borough (New name Warley County Borough).
Walsal! <;ounty Borough grouped with Darlaston Urban District, most of Willenhall Urban District and the remainder of Wednesbury Borough.
West Bromwich County Borough grouped with Tipton and most of Wednesbury Boroughs and part of Coseley Urban District.
Wolverhampton County Borough grouped with Bilston Borough, Wednesfield Urban District and parts of Coseley, Sedgeley, Tettenhall and Willenhall Urban Districts.
It is also proposed that the Urban Districts of Aldridge and Brownhills should be combined with effect from lst April, 1966.
The remainder of Amblecote after Dudley's portion is to merge with Stourbridge Borough.
Mr. J. T. Ainsworth has been promoted Chief Public Health Inspector to the Skegness Urban District Council. * * *
Arrangements for the School to be held at the Shropshire Adult College, Attingham, near Shrewsbury on the 17th to 19th May, 1966, have now been finalised.
Yet again the School Sub-Committee had extreme difficulty in selecting the 60 places available from a total of 150 applicants. * * *
distributor's objective was a simple one-to deliver the nght goods to the right place at the right timedeclared Mr. F. R. Pywell, Chairman of the Institute of Traffic Administration, when he delivered a paper on the distribution of petroleum products to the Preston centre of the Institute of Traffic Administration recently.
"To achieve this objective'', he said, "three basic principles have to be followed-to minimize the number of in the of distribution to handle the largest quantities at each stage, and to obtain the most mtensive use of the best resources that can be afforded both capital, equipment and labour. '
"Ignoring the different characteristics and sizes of the for the various products, the distributor's operational ideal would be to supply all customers direct from a preferably by pipeline, water or by block trains. In few customers can be supplied in this way. Most dehvenes are made by road, so that a network of secondary storages is required.
"Some custoll?-ers. still tend to prefer a system of frequent, small dehvenes, but these are becoming fewer as time goes, on. installation of large storage tanks at customers premises, an operational viewpoint us t? make dehvenes of full loads in the largest possible vehicle.
"In 1964, Shell-Mex had 373 distributing points. They have now been t? under 100. This has meant the purchase of assets in the way of pumps, tanks and to mamtam these points. Development of the road vehicle has been useful, that we are now up to gallon or 24 tons all-up weight and progressing further mto the realms of 6,000 gallons.
''.Pip_elines will bring a difference in the pattern of road .. Jn many cases, present delivery points are in cities, on or seaboards. All such points tend to be in densely ut1hzed sectors. Thus, vehicles tend to start from area with consequent delays. Having to lay pipelmes m open countr)'., distribution points will naturally tend to be on the periphery of cities and should reduce these delays considerably".
In a step towards ultimate automation of gasolene stations, a remote gasolene pump flow counter has been completed by Shibuya Kogyo, Japan, under technical tie up with Hayakawa Electric.
The counter, called the Shibuya-Sharp Request Machine, is attached to any gasolene pump, and reads off the flow remotely, perhaps in the office of the gasolene station.
Operated by printed circuit, transistors and diodes, flow is detected and counted by means of a hot diode, information being transmitted through a photoelectric communication system.
From 'Electronics Weekly'.
In the last issue of 'The Bulletin' Mr. G. R. Fletcher's Company was described as Avery-Harlow, Ltd., this should of course have read Avery-Hardoll, Ltd.
Sheffield was one of four local authorities which won commendations in the National Accolade for Enterprise competition run by. N.A.L.G.O. for its protection advisory service. Mr. C. R. Wells, Chief Inspector of Weights and Measures is the head of this newly formed service.
Hosing out a petrol tank aboard a Danish Motor vessel off the Cornish coast a 58 years old seaman was overcome by fumes and fell 18ft. A 20 year old rescurer was also overcome. Both were taken ashore by lifeboat to Penzance hospital.
The American Oil Company, Continental, is. t? build a refinery at an estimated.cost of £15 _mtlhon and £20 million at South Killmgholme, Lmcolnshire.
The refinery, on 400 ac:res of g;ound the. company has· acquired in the area will, be m operat10n by about mid-1968.
Sixty-thousand barrels of oil a day will be handled by the refinery.
At the moment Continental's crude oil from Libya has to be refined on the Continent, in Italy, Holland and Germany.
With the completion of the refinery lmm_ingham it would be possible to refine the crude 011 m this country and then sell the products.
The whole process would be confined to the one firm.
This report on the disaster, made by Lieut.-Cmdr. J. H. Fordham, Chief Officer of the Kent Fire Brigade, is reproduced with the permission of Fire International
In the early morning of Tuesday, January 4th, 1966, the French Fire Services were hit by their greatest tragedy since the war. Within two hours of a call to the Feyzin Refinery being received by the brigades at Lyons and Vienne, eight fire-fighters, including the Chief of Vienne, were dead and 40 lay seriously injured in hospitals. At least three other people were killed and 20 more injured.
At once the area was declared a disaster area. A pre- planned catastrophe procedure was put into operation and · reinforcements of fire-fighters from the whole of the Rhone province and from Paris and Marseilles, hundreds of miles away, were rushing to the striken area.
The £15 million Feyzin Refinery, commissioned only 18 months ago, covers an area of 300 acres, employs 250 men and can handle 2 million tons of crude oil a year. The refinery is in the process of being extended to become the largest plant in Europe and the second or third largest in the world.
The tragedy happened after what started as a routine operation. A refinery worker, a laboratory technician and a refinery fireman went to a large propane storage tank to draw off a quantity of propane for test purposes.
Although during these operations leaks sometimes occur, it appears that on that morning there was a larger leak. The three men tried to shut the valve, but this was frozen. Badly burned about the face and hands by the leaking gas and unable to close the valve, the men rushed for help. The escaping gas drifted towards Route Nationale 7, the most important motorway in France. All traffic on the motorway had to be halted.
There is a dispute over what happened next. The gas cloud which now covered a large part of the refinery and the motorway was ignited and flashed back to its source, the leak in the propane tank. It is believed that either a vehicle or its occupants on the motorway (or on an adjacent road) provided a source of ignition, or alternatively, that static electricity was to blame. The result was that the gas under the propane tank, now burning, started to 'cook' the sphere, one of eight within a close area.
At this stage, the fire brigades in Lyons, 6 miles away, and Vienne, 11 miles away, were informed and responded with normal first attendance for the refinery.
Shortly afterwards, the first of a series of explosions occurred. Unable to approach the blazing tank, whose drencher system was already out of action, firemen got as close as possible to apply cooling jets. At approximately 8.40 a.m. there was another explosion-an explosion which wiped out the majorityoffire-fighters and appliances already on the scene.
It was about this time that the pre-planned catastrophe procedure was put into action on the orders of the Prefect of the Rhone Department and 2,000 people from the surrounding area were evacuated. As part of the catastrophe procedure, hospitals and doctors in the area were alerted to receive a large number of casualties and a fleet of ambulances took the dead and injured to Lyons.
A chain reaction caused four other spheres to explode at short intervals and set fire to one of a large number of petrol tanks and damaged other crude oil tanks. The fact that a strong northerly wind blew the flames towards wasteland and away from the main part of the refinery probably averted an even greater disaster.
The remaining uninjured firemen and the reinforcements which had arrived quickly extinguished the fire in the petrol tank with foam jets. For about six hours they had to confine fire-fighting operations to cooling down the whole of the unaffected storage area. Because of the danger of further explosion, fire-fighters carried out these operations with radial branches from the motorway.
About 34 hours after the first alarm firemen were again faced with a hazardous situation two large raised propane tanks, lying horizontally, caught fire. This outbreak caused the whole area to be re-evacuated. These tanks did not explode because the fire-fighters were able to fix pipes beneath them to draw away the gas so that the flames did not heat the tanks.
An abortive attempt was made by two Catalina flying boats of the French Air Force to help the fire-fighters on the ground, but these could not approach the area because of the height of the flames.
devotion to duty of the fire-fighters received high praise from ministerial and other sources. The Mayor of Feyzin, Monsieur Ramillier an employee of. the who was himself injured in 'the explosion, said: Their courage was extraordinary, I saw approaching as near as possible to the container with their branches. When the blast threw me to the ground I saw their silhouettes whipped by the immense flames"·
Monsieur Michel Maurice-Bokanowski Minister of Industry, commented, "All those involved Jn the incident were magnificent".
Two of the firemen killed were recruits attending first fire. To add to the difficulties of the Lyons Fife on first day of the refinery incident it had to deal with a maJor outbreak requiring 20 jets.
help f?r the dependants of the victims began to flow m almost.11!Jmediately. President de Gaulle per- sona}ly gave 5 million old francs and the company controllmg the refinery gave 4 million old francs to the fire-fighters of Lyons and Vienne.
The tragedy at Feyzin was discussed at a Cabinet meeting, when it was decided to send an immediate mission to Feyzin headed by the Minister oflndustry. Three separate enquiries into the disaster have been set up, namely by an administrative commission, by the factory inspectorate and finally by the judiciary.
Among the allegations they will, no doubt, be looking into, is one from the Mayor of Feyzin that the former Chief of Security at the refinery resigned three months after the refinery was opened on the grounds that he could not obtain the equipment and personnel he considered essential for safety. This has been strongly denied by the management of the refinery, who claim that he left for personal reasons.
Complaints that the fire protection-means at the refinery were insufficient were made by representatives of Lyons firemen. In a statement they deplored the absence of regular inspections inside the installations by the Lyons Fire Brigade-a routine practice adopted in all other industrial complexes. Apart from a plan of the refinery the Lyons firemen, it was claimed, had no knowledge as to the layout of the place.
It was also said that firemen carrying away their injured colleagues after the first explosion found their way blocked by gates locked in accordance with customs regulations.
Other controversial points which have been raised include _the siting of the refinery so close to a centre of populat10n and to France's most important express motor route. According to French regulations a minimum of 162 feet is required between an industrial complex and a motorway. At Feyzin, the distance was 195 feet. The eight propane spheres, it has been pointed out, were about 100 feet from each other.
In the new refinery now being constructed by the same organisation in the Seine and Marne Department-about 30 miles from Paris-the installation is at least 975 feet from the Route Nationale 19 motorway and the numerous storage tanks are carefully isolated from each other.
Fire protection specifications laid down by the company controlling the refinery state that such refineries should be situated in the immediate proximity of large chemical industries, having their own fire protection. This allows for an exceptionally large concentration of fire extinguishing equipment in case of possible disasters.
It is also laid down that the distance between building unit areas and installations should not only comply with the minimum requirements of Government regulations, but also take into account the nature and importance of the units as well as the nature and volume of stored products. The storage area for liquefied gases must be isolated from all other installations.
Investigations into why the propane sphere exploded, despite the usual safety valve which was fitted are still going on. One theory is that the valve did in fact operate but was distorted by the heat, resulting in a build-up of pressure which led to the explosion.
Cmdr. Fordham agrees that, in principle, there should not have been an explosion because of the safety valve. The Feyzin disaster underlines his view that liquid petroleum gases will never be safe until stored underground. He also stresses the need for automatic equipment to cut out and close valves in an emergency.
Cmdr. Fordham points out, too, that the petrol tanks were protected by floating roofs and that this system functioned properly.
reading repor.ts past oil fires one cannot fail to realise that fire frequently deteriorated because of the difficulty of bmldmg up sufficient foam compound stocks at the fire area and maintaining a continuous supply of compound to the foam-making equipment. This presents prol;>lem to the person responsible for orgamsmg the fire-fightmg operations.
The problem can be illustrated by the case of one single 150-feet diameter oil tank fire, where to carry out 30 minutes' foam making, at least 300 5-gallon drums of foam compound would have to be moved up to the foam-making equipment, and the drums disposed of. In the fire area with i!s web of hoses, this could be a labour-consuming and difficult task, as the access for vehicles and personnel would be extremely restricted.
This article by Chief Officer G. Nash, G.1.Fire E., Esso Petroleum Co., Ltd. Fire Brigade, Fawley, was chosen as the Fothergill prize essay by the Royal Societyof Arts.
It is reproduced with the kind permission of the R.S.A.
When giving to problems in modern oil and chemicals mstallat10ns, 1t must be acknowledged that the introduction of new equipment and techniques has very much reduced the need for foam except under conditions where the fire involves large storage facilities or covers an extended area.
Storage and transportation facilities have grown tremendously over the past few years; for example, marine tankers in excess of 100,000 tons capacity, and storage tanks of 200 feet diameter, are today commonplace. Although serious fires in such installations are not frequent, when they do occur, the demand for foam compound is increased proportionately; a Super Foam Monitor uses 40 gallons of foam compound or eight 5-gallon drums· each minute. These factors alone make it obvious that we must move away from the 5-gallon and 40-gallon drum complex.
At Esso Refinery, Fawley, this was recognised as a major obstacle to the mounting of an early and sustained attack on any fire situation which required the application of large quantities of foam. Our study and pre-planning to deal with a major incident at our Marine Terminal accentuated this fact.
The obvious answer to this problem is to mechanise the process, and the easiest method of moving a liquid from point A to point B is to pump it, either through fixed pipework or through temporary flexible hose lines.
The ability to use foam compound direct from a pressurised source into mobile and portable foam making equipment, most of which is developed from the principles of the inductor, was a factor, which to the best of our knowledge, had not previously been overcome.
A number of factors had to be considered:
(i) Additional equipment to be used must be simple, compact and portable.
(ii) It must be economical and usable with existing foam-making equipment.
(iii) It must be completely flexible in its application.
The "Constaflo" and "Marie" control valves which are designed to give specified fluid flow regardless of inlet pressures varying between 15 to 200 psig (1.0 to 13.5 atu) are achieved by orifice variation. This is accomplished in the "Constaflo" by means of a flexible diaphragm and a fixed orifice. The diaphragm is the only moving part. When flexed into the fixed orifice, it compensates for increased pressures. The "Marie" valves use a flexible synthetic rubber ring to achieve the same objective. A fixed rate of flow is assured, as flow is regulated in direct proportion to the inlet pressures exerted against the diaphragm or rubber ring. An added advantage of this system is that an operator does not have to rely upon 100 per cent efficiency of the inductor incorporated in the foam-making equipment.
These valves met the need of our new design concept. We could now divorce the supply of foam compound from fire-fighting operations. Foam compound can now be delivered into the fireground through fixed or flexible pipelines, right up to the point where it is required, i.e.,
(i) directly into foam-making Monitors, Branchpipes or inline inductors;
(ii) directly into the storage tanks of Foam Tenders operating on Tank laterals.
The foam compound required by each piece of foammaking equipment is automatically controlled with regard to both volume and pressure; there is thus no imbalance at the venturi of the inductors. The imbalance at the venturi of foam-making equipment has been the reason why the principle of pumping foam compound into the fire area has not been previously used with success.
This new concept will simplify the work of supplying foam into the fire area:
(i) Only a minimum of manpower and mechanical handling equipment is required.
(ii) Because the system is simple it can be brought into operation quickly.
(iii) The problem of disposal of empty containers from the fire area is eliminated.
(iv) The supply operation is conducted in an area remote from the fireground and by an officer who is not involved in firefighting problems.
(v) The volume of compound delivered at any particular point is strictly controlled by the foam-making equipment actually in use.
(vi) Most of all, the supply of foam compound m volume and over a wide area can be accomplished in a minimum of time and sustained for long periods, depending only upon availability of foam compound stocks.
We have estimated that a fire at No. 5 Berth of our Marine Terminal could involve foaming operations which would use foam compound at the rate of 150 g.p.m. Because. of the restricted approach and the distance volved, 1t would have been completely impractical to bmld up a successful foam attack in sufficient time to have achieved success in fire-fighting operations.
The new concept of foam compound supply will enable us to start full scale_ foaming operations within a half an of a .fire startmg, and to sustain operations for. a penod of time dependent only upon the volume of available foam compound stocks.
The following documents on recommended practice are available from the Hon. Secretary, Mr. L. A. Cave, Dudley, at a cost of 2/6d. for the set of five.
(1) General requirements as to the storage of Petroleum Spirit in underground tanks other than at bulk storage and distributing depots ;
(2) requirements as to the storage of Petroleum Spmt or Petroleum Mixtures above ground (other than bulk storage) ;
(3) requirements as to the storage of Carbide of Calcium ;
(4) installations-Minimum requirements w1thm the hazard area on petrol station forecourts;
(5) Report Form Examination on electrically operated petrol service pump.
In this article Divisional Officer C. F. Bashford, G.l.Fire E., Senior Fire Prevention Officer to the East Sussex Fire Brigade, describes the workings of an LPG (butane) storage scheme at the Portslade, Sussex, gasworks of the South Eastern Gas Board and tel Is of the co-operation between Gas Board officials and the fire brigade in fire prevention measures.
The South Eastern Gas Board has storage for about 2, 700 tons of butane within the curtilage of the Portslade Gas Works which are on a peninsula from 350 yards to 400 yards wide forming part of the southern enclosure of the eastern area of Shoreham Harbour. This area of the harbour is gained via locks from the tidal harbour entrance. The the peninsula is occupied by a large electnc1ty generatmg station, an oil depot, transit sheds and warehouses.
Across harbour water from the gas works, about 290 feet distant, are major petroleum depots, timber storages, etc. There is continuous traffic of cargo and small pleasure boats on the harbour water.
A semi-public wharf road runs the full length of the boundary ?f the gas works and the only means of vehicular access is from the main road at the eastern end of the wharf road.
The storage of butane commenced in 1960 with the mstallation of six horizontal pressure tanks each of 60 tons capacity sited near the centre of the works about 70 feet the north boundary, the butane being' used for additional gas production and enrichment of town gas.
1:he butane storage has now been increased by three horizontal 90 tons capacity tanks near the existing six tanks and a 2,000 tons refrigerator tank near the western end. of the works. The increased storage is necessary for use ma new. Hydrocarbon Reforming plant that has been constructed Just east of the butane pressure storage area.
The tank is sited in an area containing four hght .distillate feed-stock (LDF) tanks having a total capacity of 1,800,000 gallons. There is a set of gas purifiers about 150 feet south of the tank.
Product lines (butane and LDF) between the storage areas, and the storage area and the reforming plant, are earned at a high level just inside the north boundary wall.
From the outset there has been the fullest co-operation from officials of the South Eastern Gas Board. In fact, the initial invitation to join in discussions on fire safety was received by the fire brigade from the Gas Board and several of the measures adopted were suggested by Gas Board officials.
The pressure tanks are enclosed in a concrete surfaced area. A concrete wall surrounds the area and the height of the wall is greater on the south side to provide protection for persons operating the drencher valves. The area under each tank is designed to slope to a gulley and the gulleys drain to a pit, capacity about 6,400 gallons. The water table of the harbour has governed the depth of the pit. A fire-resisting shield has been erected round part of the pit to screen the pit from the storage tanks. The design of the compound :flooring will limit the surface area of free liquid should a leak occur.
Drencher pipes run the length of each side of each tank, and the drenchers are supplied by a static 1,200 g.p.m. diesel-engined pump, permanently set into the waters of the harbour. There is a duplicate pump of greater capacity coupled to the dry main.
The road tanker off-loading concreted area slopes towards the wharf. Drenchers are being considered to cover the standing area for road tankers.
Safety relief valves, excess flow valves and Shand-jurs remotely operated hydraulic valves have been fitted to tanks and pipe lines where considered necessary, and a responsible person is always in attendance at the storage when tanks are being replenished.
The refrigerated tank is sited in a very large surface area compound which would contain more than the contents of the tank. The compound area was made large to provide as much ventilation as possible to disperse vapour from any small leak. There is a two-foot high wall passing the tank within the compound! th.e purpose of this wall being to limit the area of free hqmd should leak_ occur. This small compounded area has a capacity ot about 89,000 gallons.
, ons capac1 y use
Initially,. butane supplies were received by road tankers but the mam supply is now by ship tanker carrying up to 500 tons. amo.unts being governed to' some extent by storage facthtles. Oil tankers up to 1 400 t ·t the harbour.
Separate off-loading wharves have been constructed for butane and LDF and fixed _Product lines from the wharf to the works have been buried under the wharf roadway.
Drenchers are fitted and give a flow of 10 gallons per square foot per hour over the whole of the tank top the northern half of the tank shell, that is, the area facmg the LDF storage. The drenchers are supplied by the pumps mentioned above.
Because of the possibility of danger to the of the tank the normal requirements for a capacity water test on the compound was relaxed and the compound was water tested to a height just below the base of the tank.
The butane wharf is enclosed from the wharf roadway by a solid panelled concrete wall and has a wire mesh access gate at the east end. The flexible ship to shore delivery pipes remain connected to the shore inlet manifold and the free ends of the pipes are sealed with Lockheed coupling valves. Three-way delivery heads with valves and unions at the outlets have to be fitted to the ship's outlet before she enters harbour; a similar valve and union is fitted to the vapour line. This type of Lockheed coupling valve is designed to prevent leakage when couplings are being "made" or "broken".
There is a permanently installed telephone (flame-proof) from the wharf to the storage tanks. Efficient earthing wires are provided for connecting fore and aft to the ship. There are flame-proof switches in the earthing wires; this measure was found to be necessary when electrical discharge was noted when earthing wires were connected to a ship tanker.
Pipe lines under the wharf roadway are enclosed in sealed sleeves pressurised with nitrogen. Gauges connected to the sealed anulus will reveal any leak in the product line and the sealed area can also be pressure tested.
The LDF storage is similar, with one exception, to a normal bulk storage petroleum spirit depot, the exception being that the tanks are not vented to the atmosphere but are under a slight pressure of town gas. This storage is licensed under the Petroleum (Consolidation) Act, 1928, by the Shoreham Harbour Authority. A schedule to the licensing conditions sets out requirements for foam compound, foam making equipment extinguishers, etc.
Control over the handling and storage of butane in the harbour has received considerable attention and draft byelaws have been prepared by the Shoreham Harbour Authority. The byelaws include all matters relating to fire precautions and although not yet confirmed, the South Eastern Gas Board has adopted throughout all safety precautions laid down in the byelaws.
There have, of course, been teething troubles and growing pains but fortunately nothing serious has developed. Works firemen are in attendance during the whole time a ship is being off-loaded and during the occasional delivery by road tankers.
With acknowledgements to "Fire".
The Government have accepted in principle the report of the Monopolies Commission on the supply of petrol, that in the public interest there should be a limit on the acquisition and building of petrol stations by suppliers. However, there will be no limit on the further acquisition of petrol stations by suppliers whose total annual trade is less 50 million gallons. Suppliers with an annual trade m excess of this figure may not increase the number of stations in their ownership after existing contracts have been fulfilled.
(The Monopolies Commission: Petrol-A report on the supply of petrol to retailers in the United Kingdom H.M.S.O., price 13/- net).
This incident highlights once again the importance of the question of the movement and storage of petroleum products and liquefied petroleum gases. In a report of the incident, the Chief Fire Officer, Mr. A. E. Webb, comments that it could easily have developed into a disaster similar to that at Feyzin. Fortunately at Birmingham, only four members of the Fire Service were slightly injured.
Birmingham Fire Control received ten calls to the Nechells Works of the West Midland Gas Board when a line of nine railway tankers became affected by fire. Each tanker contained 8,000 gallons of P.F.D. (Petroleum Fraction Distillate) a by product of the petroleum industry with a naptha base used in the manufacture of water gas which has a dangerous flash point and is said to be more volatile than petroleum spirit.
Consignments of P.F.D. are delivered at regular intervals, the nine tankers being shunted into the ar:id brought to a halt with each tanker outlet opposite its delivery point. Blank caps are then removed, connections made and the spirit off-loaded by pumps, to be piped to a very large underground tank.
On this occasion the employee responsible for unloading, having checked that all was in order, the blank cap of the tanker nearest to the diesel engme to connect the suction hose. ·
Immediately, free spirit gushed from the outlet with great force and ran under the tankers. He was unable to operate any ".alves so he, together with a colleague, ran for a key which was situated at the end of the line.
Before they were able to get back to the first tanker, a flash-over took place and set fire to the first tanker and the diesel engine. With free spirit flowing rapidly along the line it was only a matter of seconds before all the tankers were affected.
foam and cooling jets were brought .into act10n and the immediate area was evacuated. A in the early stages when the third tanker m the !me blew up. Three large sections of the tanker were distances of up to 350 feet.
gallons sptnt poured into the drainage system igmtmg with explosive force and bringing an added threat to the Gas Works.
_ignited 500 yards away and the effect _of the immobilised the tankers and prevented their 1mmeremoval. When further pumping appliances beca;111e available at fire ground, relays were instituted gradually provided sufficient water to attack the fire Ill force. Large quantities of foam compound were provided from reserves. ;:. concentrated attack with up to six foam branches attackmg the more seriously affected tankers and twenty jets playing on the other tankers and the gasholder eventually took effect and the situation became under control.
top .committee is to investigate this serious mc1dent and it 1s hoped to be able to give a fuller report in a subsequent issue of "The Bulletin".
In so far as Local Government Officers are concerned there are primarily three clear-cut but inter-related of legislation on the Statute Book and these are: The Public Health Code, The Housing Code and the Town Planning Code. There is no doubt that the most important,, the most comprehensive and the most far-reaching of all three is, since the passing of the Town and Country Planning Act, 1947, the Planning Code.
It is this latter code that concerns petrol and filling service stations. The 1947 Act had many objects, but the ones which are relevant are the following:
(I) The replacement of the former system of planning control through the medium of rigid planning schemes by a new system of control through the medium of flexible development plans prepared by a greatly reduced number of Planning Authorities and subjected to constant review.
(2) To prohibit (with exceptions) the carrying out of any kind of development whatsoever without the consent of the Local Planning Authority.
Most of the provisions of the 1947 and subsequent Acts ha\'.e been incorporated into the 1962 Act, which has mamly been a consolidating Act. The Local Planning Authorities are the County Councils and the County Borough Councils, but in the case of the County Councils much of the day to day control of development has been delegated to the Urban and Rural District Councils.
The two main functions of Local Planning Authorities are to prepare development plans showing how they consider their district should develop over the next twenty years, and to control development so that it conforms with the development plan and other relevant planning factors.
The next point which falls to be defined is "what is development". Now this is a term which is most complicated to define shortly, for there are many aspects of this matter, but the definition in the 1962 Act (Sections 221(1) and 12(1) is as follows:
(a) the car:rying o!-lt. of building operations, engineering ?perations, mmmg operations or other operations, m, on, over or under land, or
(b) of any material change in the use of any bmldmgs or other land. This definition is widened by defining 'building operations' as including (a) rebuilding operations
(b) structural alteration of buildings (c) structural additions to buildings, and (d) other normally undertaken by a person carrymg on business as a builder.
. Another point is that 'engineering operations' mclude the format10n or laying out of means of access to highways, whether public or private for vehicles or foot passengers. One further point that be made is that a
Contributed by T. R. Richardson, M.l.C.E., M.l.Mun.E., A.M.T.P.1., Borough Engineer, Surveyor and Town Planning Officer, Solihull
'material change of use' in land, buildings structures or erections, constitutes development and requires planning permission.
Now all this explanation of the legal situation really leads to the point where it can be understood that Local Planning Authorities have the statutory duty of controlling development, and that the construction of filling stations and service stations requires planning permission. It follows, therefore, that the petrol retailing industry must inevitably come greatly under the influence of the Planning Authorities.
How are companies and persons wishing to obtain planning permission for petrol service and filling stations to proceed? There are two types of planning application. The first one is an outline application which is usually put in to find out if-in principle-the local planning authority would be prepared to approve the development which is proposed. The Planning Authority generally require it to be accompanied by sketch plans showing just what form of development is in mind, and these details give them an opportunity to consider whether there are serious amenity or highway access problems which will arise if the development is permitted. These outline applications are normally granted subject to a condition that there shall be a subsequent approval by the Local Planning Authority on any matters relating to the siting, design and external appearance of the building. The developer thus gets to know before he incurs too much expense whether in principle his proposed development is acceptable to the Local Planning Authority. Once an outline application is granted, the Local Planning Authority are committed to allowing the proposed development in some form or other, the only matters requiring subsequent approval by the Authority being such as are specifically reserved in the permission granted on the outline application.
When outline applications are submitted, the developer should have clearly in mind and should tell the Planning Authority what he intends to do. There have been cases where the scope of development has been considerably increased after an outline permission has been granted, which has raised problems for the Local Planning Authority which in the end have meant that the development not proceed in the way that the applicant had finally intended.
The second one is the formal application for development, and the method of applying for it is dealt with under Article 5 of the General Development Order, 1950. The application has to be made on a form issued by the Local
Planning Authority and obtainable from that Authority or from the Council with whom the application is to be lodged where there are delegated powers involved. This sort of application must include such particulars and plans in full detail as will enable the Local Planning Authority to consider the matter fully. It is normal to apply for bye- law permission under the Public Health Acts at the same time, and in addition for any approvals required under other legislation relating to the storage of petroleum, etc.
The Planning Authority, on receipt of an application, must send to the applicant a notification that it has been received. The period during which a Local Planning Authority must give notice of its decision on the application, is two months, but in· the case of an application affecting a trunk road it will be three months. If the applicant does not hear from the Local Planning Authority within the appropriate period then he has the right of appeal to the Minister as if his application had in fact been refused (Section 24). It is quite often, however, that a Planning Authority for one reason or another cannot deal with an application within the specified period, and then it is usual for them to ask for an extension of the period. The decision of the Local Planning Authority upon an application must be in writing, and if any conditions are attached to the grant of permission, or if there is a total refusal of permission, the reasons therefor must be given in writing.
There is a right of appeal to the Minister against the decision of a Local Planning Authority or in respect of the Authority failing to give a decision at all. The notice of appeal must be given to the Minister of Housing and Local Government within one month of the receipt of the Local Planning Authority's decision or of the expiry of the appropriate period of time within which a decision ought to have been given. On appeal against the decision of the Planning Authority, the Minister normally sends one of his Inspectors to hold a Public Inquiry, although in some minor cases the matter is dealt with by correspondence and a site visit. In the event, the Minister may allow or dismiss the appeal or may reverse or vary any part of the Local Planning Authority's decision and may deal with the application as if it had been made to him in the first instance.
In the case of trunk roads, where the Ministry of Transport are the Highway Authority, they may 'direct' that the Local Planning Authority refuse the application or put such conditions on it as they may decide to be necessary from the highway point of view.
In considering an application for planning permission, the main factors which normally arise are:
(1) The effect of the proposed station on traffic flow and road safety.
(2) The effect on amenity.
(3) Whether it will be in accordance with the development plan, especially where the land is valuable agricultural land which should not be taken.
(4) Location, layout and design.
As filling stations provide a local service, they may be accepted in residential neighbourhoods if the site is suitable. Jn a particular appeal decision, permission was refused by the Minister because the site was 'small and
closely adjoined by private houses whose occupants would be caused disturbance'.
There are a few further points on which guidance has been given by the Minister in Circular No. 25/58. Jn examining any particular case, it is suggested that the following general observations might be of assistance:
The Minister of Transport's view is that on fast open stretches of road, even on sites well placed and capable of good layout, all petrol stations are open to objection from the point of view of traffic and should not be allov.:ed unless there is a very good reason, for example, a gen1;11.ne lack of facilities to meet essential needs, or the possib1hty of replacing an obsolete and more dangerous station.
On new by-passes, and other new roads, the of Transport takes the view that normally a petrol stat10n should be unnecessary on a stretch of road less than 12 miles long.
Divisional Road Engineers will act in accordance w_ith these views in giving directions in respect of plannmg applications for new petrol stations on trunk roads.
The objections to petrol stations on trunk ro'.1ds "".ill often apply to stations on other roads, and in dealing applications for planning permission, Local Authont1es will no doubt bear in mind the view set out in the para- graph above.
Any increase in the number of stations may lead to bo!h loss of amenity and to increase of traffic dangers; but m built-up areas speed limits are generally in force and other forms of development may already interfere with the flow of traffic, so that the fringe of a built-up area may well be the place where petrol stations to serve through will least open to objection, provided that there is sufficient land for a well designed layout.
A station sh<?uld not be located opposite a break .a reservat10n on a dual carriageway road, as this is likely to encourage traffic to cross the road· nor should the station be too close to a side road connection, junction or altho1;1gh a station may, with sited where traffic slowing up in any case, prov1d!ng 1t 1s not so close to the Junction as to interfere with weavmg or traffic s.ometimes a service road layo1;1t would be s1;11table, perm1ttmg two or more fuelling stations possibly a transport cafe also, whilst at the same time limiti°:g two the points of access. Ideally, stations at ?ppos1te of the road should be paired to serve m both d1rections, and so sited that the nearside station IS seen first. Such paired stations need not be in the same ownership.
Whether i!1 a built-up area or on road in open country, a petrol stat10n should be able to deal with its customers
clear of the highway and its accesses should be designed to give the best possible visibility. If possible, the width of the access should be about 24ft. and the radii of the curves at the entrance and exit about 35ft. If reasonably practicable, it should be designed for one way working through the station, with the pumps sited as near the exit as possible in order to ensure that the vehicles will not stand on the carriageway while waiting to be refuelled.
The Minister has been asked how far need should be taken into account by a Local Planning Authority in considering an application for a petrol station. The Minister thinks that to set up a control based entirely on considerations of need under which applications might be rejected even where there were no amenity, traffic or other planning objections, would go beyond the proper scope of planning. But there will very often be some planning objection, even though it may not be such as to rule out the proposal
without further argument. Where there is, the question of traffic need can properly be considered; and if no strong case is made out on grounds of traffic need, then the planning objections may become decisive. In this context, the Minister would not regard the absence of a pump supplying a particular brand of petrol as constituting of itself a need for another station.
"The community as a whole has a right to expect that users of the road and those who minister to their needs do not despoil the country by shoddy and tasteless buildings and ugly advertisements. The wide powers vested in Local Authorities under the Town and Country Planning Acts are evidence of the national conscience in this matter. Again the community has a right to demand that the safety of those who use the road should not be endangered by ill-sited service stations with awkward entrances and exits".
That is an extract from a booklet issued some years ago by one of the major oil companies. If it were adhered to by all concerned in this problem, the Planning Authorities would be delighted.
The next few years will see motorists applying the do-ityourself technique when calling at filling stations for petrol and oil. Self-service at the filling stations is beginning to emerge as a sophisticated, attractive development which can offer advantages to the motorist. BP is in the forefront with three important experiments.
The most fascinating of these is the note-acceptor machine which pockets the motorist's £1 note and dispenses £1 's ':"orth of petrol. It is a flexible machine, too. If the motorist does not want that much fuel the machine will give ten shillings worth and four in change. A receipt is always included.
The BP Retail Market Division of Shell-Mex and BP plans to this machine for petrol retailing to the Umted Kmgdom m 1966 and a company site in Watford has for the experiment. It will be t.he. first of ever carried out in this country. A similar machme 1s m operation in Sweden but apart fron:i that they unknown anywhere in the world for use m petrol reta1hng.
before the site for experiment has been built., the. BP note-acceptor machine has caught the public as a forward-looking move to keep abreast of the mcreasmg of demand from the increasing number of motonsts.
BP self-service experiments began in the United Kingdom in March, 1965. The marketers had been appraising for some time pointers which indicated a growing public interest in self-service as a straight service and not simply as a reduced or second-class method of attending to customers. Remarks made to dealers by customers, remarks made by dealers, letters from motorists about selfservice they had experienced abroad and, of course, the statistics relating to peak-hour filling station traffic of the future produced an interesting picture for those whose business life is the promotion of service for motorists.
The experience gained by BP marketing companies in other countries in self-service fitted like a well cut dove-tail into the attitude which was now discerned in the United Kingdom market. In Western Germany, BP has 2,000 pumps on coin-operated sites which are unattended at night. During the day the pumps are operated conventionally. These have become extremely popular with distance as well as neighbourhood motorists. The service works easily and is a business getter, particularly at night when, but for the automatically-operated, self-service pumps, it would not be economic to keep stations open. In Stockholm, a capital whose high standard of living is renowned, fifty per cent of filling stations are now selfservice.
The result of this perception of a new market, on the one hand, and the availability of marketing experience, on the other, led to one of the most interesting experiments in marketing carried out by Shell-Mex and BP.
At Knighton, Buckhurst Hill, Essex, the BP self-service experimental station was opened in March last year. This is an experiment on the principle of post-payment selfservice, whereas the note-acceptor experiment planned for 1966 will be pre-payment self-service.
The Knighton station is a spacious, well-designed site where the pumps are under cover and alongside a selfservice shop supplying many types of accessories which are placed on super-market-type shelves. Signs invite the passing motorist to drive in and serve himself and then pay a woman cashier for his purchases at the kiosk which is part of the shop.
The pumps beside which the motorist parks his car are standard Wayne pumps. The motorist takes the hose, inserts it into his car's tank and delivers as many gallons as he wishes. While the petrol flows the gallons and also the price are shown in the normal way on the pump head. A repeater device in the kiosk tells the cashier how much petrol the motorist is taking and what the price is. So when the motorist comes to the kiosk window his bill is waiting for him.
Should the motorist need oil he helps himself to a tin on the forecourt and pours its contents into his car's sump. During the coming year this form of motor oil self-service is to be improved. In future the motorist wishing to buy motor oil will be invited to push a button and ring up the cashier on an inter-corn which is built into the pump. He will say Visco-Static on the broadcast. The attendant will then press a switch which will release from a stand a can containing the right amount of oil of his choice.
Self-service car washing at 2s., a do-it-yourself Vacumobile for the interior of the car at 6d. and a self-service paraffin dispenser which delivers in two shilling amounts are also available at Knighton. And if the motorist wants a hot drink or a snack or confectionery there is a vending bank beside which he may park his car while making his purchase. Prices range from one shilling to two shillings for confectionery and snacks. Cigarette machines are also installed.
This self-service site is open from 7 a.m. until 11 p.m. seven days a week and one of a staff of three is on duty all the time. They are alert to provide service to the motorist, although the emphasis remains on self-service and the effect of self-service.
How are these effects assessed ?
In a number of ways, because the marketers want every useful scrap of information they can get about how selfservice goes. They know that this method of dealing with customers is still in its early days and that there is much to learn. They assess the volume of business, of course, and compare it with the flow of business at similar sites of a conventional kind elsewhere in the country. They also like to know exactly what the customer thinks about the self-service station. At certain intervals motorists calling at Knighton are interviewed on the forecourt by research experts who find their job made pleasant as well as easy by the fact that the motorists appear to enjoy taking part in this exercise.
Questions such as: "Why have you come here?" "Do you mind serving yourself?" "Why do you like-or not like-serving yourself?" "Are the instructions easy to understand?" "Would you come again ? " are put to the motorists.
The sale of every type of merchandise at the station is watched, as well as the use made of the forecourt area, the placing of signs and their effect and the access of the shop to the customer. A great deal has been learned in the few months since the site went into business.
Now plans are in hand to develop a second site of the Knighton kind in Northern England during 1966. Knighton station is in a residential neighbourhood. The one in Northern England will be in a more industrial area. Useful comparisons will be possible.
At Elmbridge, near Bognor, a BP dealer, Mr. J. T. Cate, is carrying out an experiment using the Wayne coinoperated self-service pump. Last spring an ordinary type of pump which had one particular difference was installed. It was fitted with a machine which would convert the pump into an automatic one by the simple process of turning a small key. During the day Mr. Cate's attendants serve the· passing trade from this pump in the conventional way. But at night, at the time when the station used to close, Mr. Cate turns the key and the pump then becomes available for automatic self-service by any motorist. He obtained permission from Chichester Rural District Council to leave his station unattended during this selfservice period of the night. Motorists see that the filling station's lights are still on and if they want petrol they drive in and read the instructions on the automatic pump. They are asked to put in two half-crowns at a time in order to serve themselves with five shillings worth of petrol. Many do this.
Mr. Cate has done a reasonable business with this dev!ce he it as an experiment. All the busmess 1s new busmess but without the coin-operated pump he would not have been able to justify emergency service of this kind.
His experience high-lights one field in which self-service will probably spread rapidly. Each year the roads take !llore more at night, a development 1s parti.cularly noticeable during holiday periods. traf:Iic 1s. encouraged by the road organisations and, m hob.day also the police. The percentage of filling which remam _open at night to serve this traffic 1s, low. There is not enough and m many areas there is the added difficulty of findmg the extra staff to man the station even to test the night business. '
. Clearly the coin-opera.ted and the note-acceptor machmes could help to J?rov1de an emergency service where would be possible. Another field for deve!opment is undoubtedly that of the peak hour fillmg station traffic, when, despite all hands being to the pumps, the dealer cannot cope with the traffic as fast as he wishes and as a result loses trade. The use of an automatic pump, could also be operated at night, would, in these periods, probably be a considerable asset.
a note-acceptor machine be more popular .the corn-operated pump ? The arguments are easy to 1magme. The motorist is more likely to have a £1 note than a pocket full of half crowns. But is it not likely that the note-
acceptor would be suitable for one type of trade in one particular area, whereas the coin-operated machine would be more suitable in another district, possibly even an adjoining district ? It is only through experiments that the answers to such questions can be found.
The BP note-acceptor site which it is hoped to operate at Watford in 1966 will be watched with interest by all in the oil industry and motor trade. No doubt the customer himself will find participation in the experiment an interesting matter.
Driving into the forecourt he will see six pumps on two circular, covered islands. One will have three one pound pumps and the other will have three ten shilling pumps. He will decide which island pump he prefers, put his car beside it and go to the note-acceptor machine. It is housed in a small cabinet and has a short push button key board. The motorist has to push a button selecting the pump he wants. He will, for example, choose the button for one pound's worth of BP Super Plus, or that for BP Super or the third for BP Regular. Similarly he can order ten shillings worth.
He next puts his one pound note into an open drawer which he pushes forward on a slot into the machine. The change appears in a metal cup just below his hand , together with the receipt. Collecting these, the motorist walks across to his car and fills the tank, the note-acceptor machine having directed the right volume of fuel to his particular pump.
The coin-operated pump , the post-p a yment type' of selfservice and the note-acceptor machine are all tangible developments in better service for the motorist in the future.
The discovery of natural gas at Groningen in the Netherlands was "a discovery that significantly altered Western Europe's energy security picture and that also led to new gas finds in other parts of Holland and in Germany, while spurring the entire North Sea exploration programme". Here we take a close look at the scale upon which Dutch gas is being used domestically and the way in which it can provide long-term energy supplies for other European countries.
By September l 6th, 1965, the first milliard cubic metres of natural gas had been produced from the Groningen gas field in the Netherlands. The word milliard is not one that we have occasion to use very frequently for it is not often that we need to think in terms of 1,000 million. So, to try to envisage a volume of I milliard cubic metres is a task that is , say least, exceedin.gly difficult. However , it is certamly possible to gain some idea of the order of
If we think of a pipeline say of 42 inches d1ame!er, _the used 111 Europe and if we think of that pipeline as bemg filled with natural gas and running from the. e_arth out to moon , round it and back again, we can arnve at a rough idea of the magnitude of I milliard cubic metre s of natural ga s
A s we said , by September 16 t h la st year, the first milliard cubic of natural gas h a d been produced from the Gronmgen ga s fie l d. Yet that amount , vast
though it may be, is still less than one tenth of I per cent of the proven reserves of natural gas existing in the largest gas field in Europe and the second largest in the world.
It was in 1959 that , after a total of thirty-four test well s had been drilled , the existence of a large ga s reservoir in Groningen was proved by the sinking of the well now known as Slochteren Number One. The company re sponsible for finding the Groningen g a s is N.V. Nederl a ndse Aardolie Maatsch a ppij, which was founded in 1947 by two international oil companies , Esso and Shell , who a.r e equal partners in the venture . N.A.M. had a lready discovered two or three other Dutch g as small , but of local importance befo r e it mad e the s tnk e in the province of Groningen. But th e fi e ld remains far and away the larges t and m os t unp o rt a n t s01irce of natural g a s in Europe.
It is large enough not only to supply the Netherlands itself until well into the twenty-first century but also to provide many milliards of cubic metres of gas to such neighbouring countries as may wish to avail themselves of this vast supply of primary energy conveniently situated in western Europe.
The domestic sale and distribution of the natural gas is being handled by N.V. Nederlandse Gasunie. Forty per cent. of this company is owned by Dutch State Mines, 25 per cent. each by Esso and Shell, and the remaining 10 per cent. by the Dutch Government. The sale of the gas to other countries-subject to official approval-is the province of N.A.M. (Gas Export) and Internationale Gas Transport Maatschappij N.V., another company jointly owned by Esso and Shell. The small head offices of each of these organizations are in The Hague.
In determining how to derive the maximum benefit from the gas, it has been necessary for the Dutch to 'think big'. Proven reserves stand at 1, 100 milliard cubic metresabout 38,500 milliard cubic feet, or the equivalent in terms of energy of 1, 100 million tons of coal. If it were possible to run five 42-inch pipelines from the earth to the sun, they could all be filled with gas from the Groningen field.
Given such a fund of energy, the Dutch are naturally concerned, first of all, with making the best possible use of it themselves. That is where the 'thinking big' comes in; for Gasunie has had to build more than 600 miles of large diameter pipeline to make the gas available to all parts of the Netherlands. If this were all, the task would not be so formidable; but besides building the main pipelines and developing regional networks, Gasunie has to arrange for the conversion of 3-!- million gas appliances from town gas to natural gas. Natural gas has about twice the heat content of town gas, and therefore existing appliances have to be modified. The conversion of all the appliances in over 2-!- niillion Dutch homes is itself a Herculean task. It can, of course, only be accomplished over a period of time, with districts being 'converted' in stages as each is linked up to receive natural gas.
Besides domestic conversion, there is a great deal of industrial conversion to be done. The large factories of Philips Electrical, for example, at Eindhoven, have more than 500 different types of gas burners, 90 per cent. of whi ch were found to be unsuitable for the use of natural gas. But despite the work that conversion entails, industrial users are particularly enthusiastic about tbe change because of the favourable rates offered to large-volume consumers. Although commercial undertakings are, having to bear the cost of conversion themselves, most of them expect to recoup the expenditure in a fairly short time. Thereafter, they will reap the benefits of reduced energy cos ts.
Groningen started producing gas for local use late in 1963. In the space of one year, 225 miles of pipeline bad been laid and the appliances in half-a-mi llion homes had been converted from town gas. During 1964 and 1965 the pipelines have spread down the length of the country, connecting with The Hague , Rotterdam and Maastricht in the extreme so uth . The cost of the entire system, which Gasunie expe cts to have completed by the end of 1966, a year ahea d of sched ule , is in the region of about £80 million.
Meanwhile? block by block, the conversion proceeds. It al!llost military precision. The municipal gas d1stnbut10n gnds are divided into sections each contain!ng _a roughly e<.J.ual number of customers'; and each section 1s converted ma single day. This frequently means that a task force of conversion crews must deal with perhaps 3,000 appliances in one conversion district. The key to an exercise of. magnitude is meticulous planning and close co-ordmation of the conversion teams before they go into action. The conversion of industrial condiffers in that it concerns a much larger variety of appliances ; for the equipment to be changed over ranges from v'.lst ovens and furnaces to the small burners needed for delicate glasswork.
One obvious result of the discovery and development of the Groningen field is that the people of the Netherlands have become very They feel that they must make the best_Poss1b!e use of this immense store of natural wealth. One. 1mmed1ate result is that the demand for gas cookers has mcreased And although only one Dutch home m ten now has any kind of central heah?g, the demand for. this type of comfort is growing steadily. Eventually, as m the United States where large reserves have long been used intensively', natural gas 1s to supply between a quarter and a third of the nat10n s total energy requirements.
Meanwhile, with enough gas to last them until the century, the Dutch are also pressing ahead in tbe field of exports. At present in Western Europe, natural gas account.s for about 2 per cent. of the total energy supply; but m the space of a decade its share of the market
may well rise to above 10 per cent. Recently, Dr. Vondeling, the Finance Minister of the Netherlands Government, has estimated that by 1971-1972 the country's exports of natural gas will be of the order of 20 milliard cubic metres a year.
Certainly, long-term contracts have already been signed with Thyssengas and Ruhrgas in West Germany and Distrigaz in Belgium. Exploratory discussions are also under way with other German gas companies, with Gaz de France and with the Gas Council of Great Britain. Both in Belgium and West Germany new pipelines will have to be built before the gas can start flowing from the Netherlands. The exports to Belgium will begin at 1 milliard cubic metres a year, rising to a maximum of 6 milliard cubic metres for domestic and industrial consumers by 1975. Large though these quantities may be, the exports to West Germany are even more important, since they open up the densely populated industrial area of the Ruhr. In 1966 the first milliard cubic metres of Dutch gas will flow into West Germany; but by 1975 the figure may well be about 13 milliards. Besides Northern France (with a potential market for 5 milliards) and also an initial market of 5 milliards in Britain, other possible customers for Groningen gas are Switzerland, Austria and Northern Italy.
As far as Britain is concerned-and assuming that mutually satisfactory prices and conditions can be agreed between N.A.M. (Gas Export) and the Gas Councilthere is a very strong possibility that Groningen natural gas will be imported to meet the rapidly growing demand that is expected to continue throughout the rore.seeable future. There is, however, the problem of gettmg it here; for, in one way or another, it will have to cross the North Sea.
There are two possible methods of transporting it: one is to build a liquefaction plant in the Netherlands then ship the liquefied natural gas by tanker; the oth.er is to lay a submarine pipeline between the two countries. Ec<;>nomically, the pipeline should prove the more proposition. Once laid, it should be capable of dehvermg gas, with little more than routine maintenance, for over a quarter of a century. .
A joint pipeline study has now been carried out for the Gas Council, N.A.M. (Gas Export) and I.G.T.M. to determine the best possible route for bringing Gas to Britain. Three routes have been studied, includmg the shortest route-across the English Channel.
It has been suggested by some people that, before Britain commit.s hers.elf, we really ought to wait for results of the intensive exploration that is now takmg place on this side of the North Sea-particularly since the presence of gas has already been confirmed, though the amount has yet to be established. Obviously an indigenous source gas would be very advantageous to this count.ry .1f it were large enough to justify commercial exploitation.
But the question is: can we afford to wait that long ? The gas. field was proved in 1959. It is only now becommg possible to develop it on a large scale. Can we afford to wart several_Years for the proving and exploitation of a field of gas m the hostile environment of the North Sea?
"The gas industry'', said Sir Henry Jones, Chairman of the Gas Council, "is ready to handle any commercial quantity of gas, large or small, that can be found". There seems to be no reason at all why Dutch gas and any North Sea gas that may become exploitable should not both be ultimately used to meet the projected growth in demand.
Meanwhile, with more than 1,100 milliard cubic metres of natural gas known to exist under the fields of Groningen and with the lesser gas fields and oil-fields that have been discovered in recent years, Europe's security of supply is now greater than at any previous period in the history of the petroleum age. There can be little doubt that, with the tremendous and sustained search now being carried out in the North Sea and on land in the adjacent countries, security of supply can only increase.
From Esso Magazine, Winter 1965/66.
Mr. George Thomas: My right hon. and learned friend has no reason for supposing that the regulations governing the conveyance by road of petroleum spirit and carbon disulphide, made under the Petroleum (Consolidation) Act, 1928, are not properly enforced. His Standing Advisory Committee on Dangerous Substances is at present considering the possibility of extending the regulations to a much wider range of dangerous substances. Road tank wagons carrying dangerous substances are subject, in common with all other vehicles, to the general law relating to the construction and use of motor vehicles. * * *
The Committee which has been examining the question of allowing petrol stations supplying the public to ?Se automatic cut off nozzles has made progress. The draftmg of amendments to existing codes of recommendations to local authorities has been completed, M.P's learnt, and these are bring submitted for consideration by the Standing Advisory Committee on Dangerous Substances. R. Gresham Cooke who has been urging widespread use of these in they lead to a greater m productivity at the filh.ng stations, as they are designed to serve more cars with about the same number of staff.
D. Hall, Esq. (Chairman), E. V. Beeby, Esq. (ViceChairman), and Messrs. J. Beer, R. L. Bloor, J. Frid, M. Gee, G. H. Harvey, R. P. Holdaway, J. Sharp and the Honorary Secretary.
Received from Messrs. G. N. Dean, C. T. Peacock and B. W. C. Thacker.
A report of the Minutes of the previous Meeting held at Dudley on Tuesday, 16th November, 1965, was approved.
The Honorary Secretary referred to several items as under:
A letter from the Home Office was read. This stated that serious consideration would be given to representation by the Association for Petroleum Acts Administration on the Standing Advisory Committee on Dangerous Substances.
One quotation was considered and the Honorary Secretary was asked to obtain further quotations for comparison.
The Chairman read an amendment to Clause l(e), namely "All electrically operated cash registers shall be fitted with induction motors of the squirrel cage type or be of the totally enclosed pattern of the wound rotor type. The cash register will be fixed not less than 4 feet above floor level and be controlled by a totally enclosed metal clad switch. The wiring from the switch to the cash register will be carried out in mineral insulated copper sheathed cable, with appropriate glands and seals, or alternatively screwed steel conduit. The whole circuit shall be mechanically and electrically continuous and shall be efficiently earthed".
for
It was agreed that instances of this kind should be treated on their merits.
In the absence of the Liaison Officer, the Editor reported there had been two offers to take up advertising space in "The Bulletin". The Editor was asked to confer at length with the Liaison Officer.
The Honorary Secretary reported the position to date. It was suggested that the School Sub-Committee meet Sir George Trevelyan on Wednesday, 16th March, 1966.
The following queries submitted from members and the answers of the Council are appended:
Mr. F. Brunner (West Hartlepool C.B.): Is information available regarding periodic inspection of electrical equipment on licensed premises, and liaison with the Electricity Boards?
The Council understands that in the North Western District the Merseyside and North Western Electricity Board is very co-operative in assisting Petroleum Officers by carrying out on request electrical tests.
The Editor of "Fire International" asked that consideration be given to the printing of "The Bulletin" by his concern.
Resolved: That the matter be dealt with by the Editor.
Mr. W. Spilman (Repton R.D.C.): (a) Can a pressure test give an satisfactory result, yet the tank still leak when with petroleum spirit? (b) Could 20-30 gallons of spmt remain in sub-soil of adjoining property for .a period of months, Olfactory and meter tests of drams n.earby pr?ved negative? (c) Any tests or Imes of mvestigation which could be made, bearmg in loss of trade by the owner of the filling stat10n whilst these tests are carried out.
(a) There is no known test which will give a completely satisfactory result.
(b) Yes, it could, but the application of a test for gas is strongly recommended.
(c) There is generally included in Licence Conditions an indication that any cost involved in testing for leakages shall be borne by the Licensee.
The Editor of "Municipal Engineering asked if articles on the work of the Association could be written for publication.
Agreed that the matter be left with the Chairman and Editor.
Arrangements were made to hold the Annual General Meeting of the Association at Solihull on the 19th April, 1966.
The submitted 20 applications for membership or Associate membership. It was resolved that all applications be accepted.
A meeting of the South Eastern Branch of the Association was held in the Council Chamber, Godalming, on Wednesday, 8th December, 1965. Present were Mr. F. L. Barker (Esher) in the Chair, and 50 members. Apologies for absence were received from 13 members.
The Minutes of the last meeting of the Branch were confirmed and signed as a true record.
It was noted that the decision of the "Any Questions" panel regarding possible action to deal with '.'Pirate Tankers" had, so far, been confirmed. The Magistrates at Dartford, Kent, recorded a conviction against the occupier of the forecourt for and against the petroleum company i_n and abetting the forecourt occupier m commiss10n. of the substantive offence and were found gmlty of occupymg premises in which petrol was being kept without a licence.
The Secretary reported on matters. A simple form of application for membership of the South Eastern Branch of the Association had been prepared and copies were circulated at the meeting for members to complete and return. Mr. J. W. Hewison (Havant) requested Branch support, been nominated for election to the Nat10nal Council. Mr. R. P. Holdaway (Editor of the "Bulletin") explained to members position regarding nominations and Branch representati.on on the Council. It was proposed, seconded and. earned by the meeting that Mr. R. Peskett act as the Branch representative on the Nat10nal Council.
The Chairman and Secretary reported briefly on a recent visit paid members to the Fawley Oil Refinery at the kind invitation of the Essa Petroleum Company. The visit had proved to be both enjoyable and instructive and a letter of thanks had been sent to the Company.
detect a lighted cigarette up to 15 feet away. The equipment is designed to be wired to existing petrol pumps, thus enabling these pumps to sell petrol on a coin-operated basis. ·When an attendant is available pumps can be operated in the conventional way if desired.
The meeting discussed various points arising from the talk and demonstration of the self-service equipment and the use of coin-operated petrol pumps. Mr. E. J. Woodward (Chichester R.D.C.) gave details and information concerning the siting, use and conditions appertaining to a coin-operated pump situated in his district on a licensed garage forecourt with the proprietor living on the premises. This coin-operated pump had been in service since April, 1965, had been working satisfactorily, and had not given rise to any incident. The pump was at present temporarily licensed and the matter was due to be reconsidered early in 1966 for a further licensing period. Mr. Woodward felt the risks should not be minimized nor should they be exaggerated and made reference to recent correspondence with the Home Office regarding the incorporation of adequate safeguards for the installation and use of coinoperated pumps.
Members had a full discussion on the advantages and disadvantages of coin-operated pumps on both attended and unattended sites. Opinion was expressed that these machines served a real need and could be adequately safeguarded in country areas on main roads where there would be a demand for such a service.
The whole question of coin-operated pumps was referred to the Branch Committee who were asked to have an early meeting to discuss the matter and bring forward a report to the next meeting of the Branch.
It was left to the Officers to decide the date, time and place of the next meeting, and the Chairman expressed his thanks to members for their attendance and interest in the afternoon's programme.
Arrangements were in hand for a visit early in the New Year to see fire fighting equipment manufactured and special demonstrations of such equipment dealing with actual fires involving petroleum, by kind invitation of Messrs. Minimax, Ltd., of Feltham.
Members were given a de!nonstration of a. coin operated self-service petrol pump with a safety device which can
A meeting of the Midland Branch of the Association was held at the Police Assembly Rooms, Nottingham, on Thursday, 20th January, 1966.
Present were: The Chairman, Mr. J. S. Forman, twentyseven East Midland Local Authority Representatives, t:-venty-two West Midland Local Authority Representatives, five Associate Members and two Visitors. Apologies were received from nineteen members.
Mr. J. S. Forman introduced Mr. D. Hall, Chairman of the Association, who welcomed the delegates.
Mr. Hall then explained that the purpose of this meeting was really an extension of the meeting held at Dudley on 12th October, 1965, when it was decided to form a single Midlands Branch as a preliminary step. However, the distances involved were so great, it had been decided to investigate the possibility of splitting into two branches, i.e. East Midland and West Midland.
In order to give the East Midland members a better opportunity of expressing their views it was agreed to discuss this at the next branch meeting to be held in Nottingham. The primary purpose of this present meeting was therefore to ascertain whether such a division should be made in the interest of all the members concerned.
Mr. Forman thanked Mr. Hall for his introduction. The business of the meeting then continued.
The Minutes of the inaugural meeting at Dudley on 12th October, 1965, were read and approved.
Arising from the Minutes a discussion then took place on the question of forming separate East and West Midland Branches.
Mr. Beer explained that at the meeting at Dudley, only two representatives from the East Midlands were able to be present, and no doubt a similar situation in reverse would apply to a meeting held in the East Midlands. Distances involved were so great that to get adequate representation it would seem that two Branches were necessary. He had made the original proposal to form a single Midland Branch solely to keep branches alive pending such a meeting as this one.
Mr. Hall said that time was important, both to Officers and Councillors alike, and also that branches should be closely-knit for efficiency. He also pointed out that under the Constitution members could attend the meeting of any Branch.
Mr. Latham, Boston M.B.C., was in favour of an East Midland Branch. There was the question of payment by Local Authorities of reasonable expenses, and obviously reasonable distances were necessary. Branches should be closely-knit for knowledge and for the attention of new members.
Mr. Beetham, Glanford Brigg R.D.C., supported the formation of an East Midland Branch. They were on the fringe and had several refineries. He would like to be able to attend more meetings.
Mr. Hall, in reply to a question by Mr. Johnson, West Kesteven R.D.C., said that Branch boundaries were arranged in the first instance by individual Branches, subject to approval by the National Council. These boundaries were very fluid and could be altered to suit individual convenience.
Each Branch had one representative on the National Council.
Jn order to clarify the position, a count was made of members present. There were twenty-seven from the East Midlands and twenty-two from the West Midlands. East Midlands consisted of the counties of Derbyshire, Leicestershire, Lincolnshire, Nottinghamshire, Norfolk and Rutland.
It was then proposed by Mr. K. C. Hughes, Stafford, and seconded by Mr. E. T. Crowe, Mansfield, that "The present Branch be re-constituted to form two Branches, to be known as the 'East Midland Branch' and the 'West Midland Branch'".
This was carried unanimously.
The meeting then decided that the East Midlands members present should elect their Officers. It was proposed and seconded that Mr. E. T. Crowe of Mansfield be appointed Chairman of the East Midland Branch. Mr. G. C. Cartwright of Nottingham was elected ViceChairman. The question of appointing a Secretary and Treasurer would be left in the hands of the Chairman and Vice-Chairman. Arrangements would be made by the Secretary of the Association, Mr. L. A. Cave, and the Secretary of the West Midland Branch, for the transfer of assets and any necessary information.
On behalf of the West Midland members present, Mr. J. Beer Worcester proposed "that as the existing Midland Branch Officers were all members of the West Midland, the same officers continue as officers of the West Midland Branch". This was seconded by Mr. M. Gee, Wolverhampton, and carried unanimously by the West Midland members present.
The meeting then adjourned for lunch.
The afternoon session consisted of a very interesting and ?emonstration. of a coin-operated self-service device which can be wired up to a maximum of four existing petrol pumps. Various protective devices are incorporated, including a "Fire Risk Detector". This device is to top of the control unit pole and can a burnmg cigarette, match or lighted pipe up to .a of 15 feet from pole, providing the is not shielded. On detectwn the Unit is automatically switched off and light and sound warnings are made
Tea was kindly provided by invitation of Nottingham City Council: Mr. McCoy, on behalf of the Branch, thanked Nottmgham City Council and Mr. Cartwright for the facilities provided.
The Annual General Meeting of the Association will be held at the Civil Defence Headquarters, Lode Lane, Solihull, on Tuesday, 19th April, 1966
The standard petroleum interceptor comprises three liquid retaining chambers connected to each other by "water seal" pipes and is interposed between gullies liable to receive spilled petrol and the public sewers. A drawing of a typical interceptor is shown below.
Petrol is lighter than water and floats on the top of it. As the seal pipes in the interceptor are carried down inflow will displace from a chamber the heavier water gathered at the bottom whereas petrol will be retained at the top. Because petrol and water rapidly find. their respective levels, the interceptor works most efficiently
as a petrol/water separator. However, as our commercial friends are wont to say, there is a bonus !
Accepting as a reasonable approximation that the specific gravity of petrol is 0. 725, it follows that to displace a 1 foot head of water requires a head of petrol in excess of 1 -;- 0. 725 feet or approximately I foot 4! inches. To overcome the water head in the 2 foot long seal pipe of the first chamber petrol must rise up in the chamber to a of 2 feet 9 above the bottom of the seal pipe, 1.e. 9 mches above mvert level. At that time, since the chamber has a cross sectional area of 9 square feet, 155 gallons of petrol would be retained in the first chamber. Before the 2 foot 6 inch water seal on the third chamber is broken petrol would have to rise up to a height of I Ii inches above invert level in every chamber and that would require about 580 gallons of petrol.
There are, however, no free gifts with the bonus and it is regrettable but true that the moment the water seal on the third chamber is broken there is an immediate outflow of approximately 160_gallons as the level of petrol in all chambers returns to mvert level. The purist might say that invert level of the interceptor should never be more than 11 inches below the level of the ground at the lowest
ANo T E.-T he ventilating pipes from the chambers should be taken above ground level before being connected together.
All pipes through which liquid should be of iron, and all brickwork should be rendered with cement mortar.
gulley connected to the interceptor so that there is a show at the gulley before the water seal on both the second and third chambers is broken but in practice this is extremely difficult to arrange.
The seal pipe in the first chamber is shorter than the other two because of the mud and grit which this chamber receives; it avoids the pipe being constantly blocked. If the pipe became blocked it might be possible for liquid to flow from the first to the third chambers through the connected vent pipes without anyone being the wiser. To overcome this, vent pipes have to be joined at a height above ground level at the lowest connected gulley; there will then be a show at that gulley before the interceptor is by-passed.
It would be useful if one could omit the vents altogether but without them the interceptor will not work properly. If the vents terminate at a suitable position in the open air not less than 8 feet above ground there should not be much risk of ignition of retained petrol. The first chamber might find a ventilation path via the inlet pipe and it is therefore important that every gulley connected to an interceptor should be of trapped type.
The inlet pipe to the interceptor has a smaller bore than the outlet pipe and the purpose of this is to prevent possible siphoning of the contents of the third chamber. There are other ways of stopping this siphoning and if these are adopted there is no reason why the pipes should not be of the same size.
On 22nd February, 1966, at Shrewsbury Borough Magistrates Court, a firm of car repairers, D. 0. Jones & Sons, Central Garage, Roushill, Shrewsbury, was fined £10 with £2 10s. Od. costs after they had pleaded guilty to a charge of keeping petroleum spirit without a licence contrary to Section l(i) of the Petroleum (Consolidation) Act, 1928.
On Friday, 3rd December, 1965, a Petroleum Officer visited the premises at Roushill and discovered a quantity of approximately twenty gallons of cellulose paints and thinners in the repair workshop. His interest was further aroused by the fact that opposite and not more than 20 feet away, was a blazing open fire. The firm was advised to remove the thinners immediately to one of their licensed stores in another part of the town.
At Industrial Research Laboratories, Birmingham, a sample taken of the cellulose thinners was proved to be petroleum spirit by testing in an Abel Petroleum Testing Apparatus-the flash point being well below the statutory 73°F.
An interesting point about the case is that if the firm had in fact been licensed for the keeping of petroleum mixtures there would have been multiple infringements of licence conditions.
Electrical switchgear that was not flameproof close to petrol pumps might have led to nasty accidents said the prosecution at Wolverhampton when two garage firms were fined for breaches of petroleum regulations.
Cannock Road Garages Ltd., 122 Cannock Road Wolverhampton was fined £15 for contravening the conditions of a licence by having electrical fittings and switches within 20 feet of a place where petrol was stored.
The firm was orded to pay three guineas costs and was also fined £2 each on three summonses for further contraveI_ltions: These were that notices displayed on the premises did not comply with requirements and that the firm failed to ensure that each petrol tank and dip sticks were indelibly marked. They pleaded guilty.
Bertram Edwards Hopcutt of Station Garage 161/163, Horseley Fields, Wolverhampton, was fined a total of £7 with three guineas costs. He pleaded guilty to having electrical fittings within 20 feet of where petrol was stored and to two summonses of failing to ensure that each tank and dip stick was indelibly marked.
It is understood that the above company which was convicted of offences under the Petroleum (Consolidation) Act, 1928 (see page 28 of the last issue of the Bulletin) has not entered an appeal to the Divisional Court.
