The Bulletin – April 1967

Quarterly Journal of The Association for Petroleum Acts Administration

1. BEER R. L. BLOOR R. E. DUST H. GRIFFITHS D. HALL G. H. HARVEY

THE ASSOCIATION FOR PETROLEUM ACTS ADMINISTRATION

Chairman: E. V. BEEBY Vice-Chairman: C. R. PESKETI

A.

Worcester City Kidderminster B. Oxford City

Council: J. W. HEWISON T. KERR C.T. PEACOCK

Havant and Waterloo U.D.C. Glanford Brigg R.D.C. Hemsworth R.D.C. Walsall C.B. Newcastle-under-Lyme B. Dudley C.B.

Officers:

R. E. J. RODEN Birmingham City B. W. C. THACKER Middlesbrough C.B.

P. HOLDAWAY

Published quarterly by the Association for Petroleum Acts Administration

talking point

PETROL PUMPS ACROSS FOOTWAYS

In the last issue of The Bulletin, we reproduced by courtesy of the Justice of the Peace and Local Govern"!ent Review, a legal opinion regarding the position of swmgarm attachments to petrol pumps in relation to the provisions ofs. 152 of the Highways Act, 1959.

Correspondents in a recent issue of the J.P. & L.G.R. have taken to task the learned Editor of that journal, who in an editorial on this subject stated that his attention had been drawn to the possibility of controlling swing-arm pumps under the provisions of s. 2 of the (Consolidation) Act, 1928, and then expressed the op1mon that the jurisdiction of a local authority under the 1928 Act did not extend to the imposition of conditions restricting delivery of petrol by a pipe swung across the footpath.

In questioning this opinion, we accept that the original query was a broad one relating to the placing of overhead beams and rail pipes, etc., over highways. If we accept, however, that the purpose of a licensing authority is to ensure as far as possible by suitable conditions, the safe keeping of petroleum spirit we must conclude that the construction and position of petrol pumps is relevant to this safe keeping. As a consequence a licence condition regulating the use of a swing-arm attachment including the requirement that it be returned to a safe position after use, is, in our opinion, a valid one.

Resignations

Holywell, U.D.C., Flintshire. Ellesmere U.D.C. and Wern R.D.C. have amalgamated to become North Shropshire R.D.C. D. Cameron, Field Service Mechanics, Ltd. C. F. Chivers, Agip Ltd. J. R. Coombes, Gloster Saro Ltd. C. H. Goode, K.D.G. Instruments Ltd. K. Kronheim, Gwilliam Bros. (Electric) Ltd.

Retirements

Mr. C. E. Deakin, Chief Public Health Inspector, Bedworth U.D.C., has retired after 42 years local government service, the past 31 years being spent at Bedworth.

Mr. R. French, Chief Fire Officer, Leeds Fire Brigade, has retired after 36 years service at Leeds, the last 12 years as Chief Officer.

Divisional Officer E. H. Frost, Senior Fire Prevention Officer, Staffordshire Fire Brigade, has retired after 28 years service in the Brigade.

We wish these gentlemen a long and happy retirement.

Appointments

Mr. H. Burriss has been promoted Chief Public Health Inspector at Bedworth in succession to Mr. Deakin.

Mr. C. D. Forrest, Assistant Chief Fire Officer, Newcastle and Gateshead Fire Brigade, succeeds Mr. R. French as Chief Officer at Leeds.

Mr. R. H. Mann, Deputy Chief Public Health Inspector, Aldridge-Brownhills U.D.C., has been appointed Chief Public Health Inspector, Letchworth U.D.C.

Mr. R. C. Revelle, M.B.E., G.M., Deputy Chief Officer, Bristol Fire Brigade, has been promoted Chief Officer in succession to Mr. K. L. Holland.

notes and news

New Members

Carlisle C.B.C. Cumberland F. Charlton Kings U.D.C. Gloucestershire S.&H. Epping U.D.C. Essex S.&H. North Shropshire R.D.C. Shropshire H. Taunton R.D.C. Somerset s. Tetbury R.D.C. Gloucestershire S.&H.

New Associate Members

R. J. Abrahams, Penetone Co. Ltd., Reading.

M. A. Groves, Regional Construction and Maintenance Surveyor, Shell-Mex & B.P., Ltd., Manchester.

B. A. Oliver, Technical Representative, K.D.G. Instruments, Ltd., Brierley Hill.

A. H. Rann, Secretary, Cleansing Services (Southern Counties) Ltd., Southampton.

Congratulations

Mr. A. Archer, Chief Public Health Inspector, Hale.sowen, has been awarded a Council of Europe Fellowship for one month, to study the effectiveness of plant used to prevent air pollution from iron and steel works. He will carry out the study in West Germany.

Secretary's Notes

The Annual General Meeting of the Association will be held on Tuesday, 18th April, 1967, at the Civil Defence Centre, Lode Lane, Solihull.

Attention is drawn to the Home Office Circular No. 4/1967 dated 12th January, 1967, permitting, subject to suitable safeguards, the use of latched automatic cut-off nozzles at attended petrol filling stations.

Volumes 1 to 3 of The Bulletin, comprising twelve duplicated issues are now out of print. It has been suggested that these issues might be reprinted in the same format as at present. This, of course, could only be done economically provided a sufficient number of back issues were required-some 300. Will interested members return the enclosed form as soon as possible.

Mr. A. L. Goode, Chief Public Health Inspector, Bishop's Stortford U.D.C. is the author of "The Petroleum Officer's Handbook," to be published by Messrs. Charles Knight & Co. Ltd. It is hoped to provide further details in the next issue of The Bulletin.

Membership of the Association has now been extended to 'Officer Members'. Any duly authorised Petroleum Officer is eligible for membership, and enquiries will be welcomed.

In the January, 1966, edition of The Bulletin reference was made to an 'Electrical Code' published by the Institute of Petroleum, and the price was quoted as 5/-. The cost of the publication is in fact 40/-.

Publications

Fire Precautions in Pleasure Craft (H.M.S.O. Code No. 34-445)-H.M.S.O., 2/6d., excluding postage.

Gravesend

A petrol tanker skidded on a hill in Valley Drive, Gravesend, wrecked two lamp posts and overturned. Petrol spilt on the road and burst into flames 30ft. high.

Petrol Consumption Rising

Britain's inland petrol consumption totalled 52, 700, 742 tons in the first nine months of 1966, an increase of 8.6 per cent compared with the same period in 1965, according to the Petroleum Information Bureau. Consumption of gas oil, diesel oil and fuel oil accounted for practically half of all products used and totalled 26,002,031 tons (exclusive of a further 3,394,385 tons burned in the refineries themselves), a rise of 8.2 per cent over corresponding deliveries in 1965.

Leak Ear

A new method for the detection of possible leaks in buried oil pipelines without interfering with pipeline operations has been developed by the Royal Dutch/Shell Laboratories at Amsterdam. Laboratory and field investigations have proved the effectiveness of this method, which is based on the detection of ultrasonic signals produced by a leak.

The detection device consists basically of a batterypowered hydrophone, electronic timer and logic circuitry, and recording equipment. The components are placed m an oil-tight container mounted on wheels, which is through the pipeline by the flowing liquid. By exammmg the recorded information, engineers can determine the approximate size and location of any possible leak.

prevention of leakage has always been a paramount ".ons1deration in the construction and operation of pipelmes. In recent years, authorities in densely populated areas have been more and more concerned about the poss!bility of oil leakage from pipelines. By making it possible to detect and locate a leak effectively without mterrupting the flow of oil, the Shell device will do much to promote safety and efficiency.

Consumer Council welcomes Petrol Grading Scheme

The Consumer Council is delighted to see the results of its request to the British Standards Institution for a petrol grading scheme based on octane rating. The British standard and the announcement that all major companies are co-operating in the scheme are most welcome. Commenting on the scheme, Mr. Peter Wyatt, Deputy Director of the Consumer Council, said "Consumers can now find out the best grade of petrol to use for their cars and shop around for the petrol that will give the best performance at the cheapest rate. This is a good example of the way the consumer is helped to shop better by comparative information based on standard methods of measurement".

Developments at Llandarcy

Several important developments designed to extend processing capacity and improve and expand crude oil and product handling facilities came into operation at BP's Llandarcy Refinery during the last twelve months.

Most recently commissioned is a new catalytic reforming unit in the refinery's process area. This 10,000 barrels per stream day unit enables the refinery to increase production of high octane motor gasoline. The reformer also feeds a new LPG recovery unit which will raise Llandarcy's output of liquified petroleum gases.

Another process unit-a Hydrofiner-for removing sulphur from heating oil and diesel fuel is under construction and is expected to come into operation during the first half of 1967.

At Angle Bay ocean terminal on Milford Haven new crude storage tanks have been commissioned, while at the distribution end additional finished product storage has been built at Crumlyn Burrows to help handle shipments through Queen's Dock, Swansea, and new road despatch facilities have been provided.

Testing for Gas

A light-weight, ruck-sack type of apparatus. that can be carried on the back of one man to detect possible leaks of natural gas from underground pipelines has been developed at the Thornton Research Centre (near Chester) of 'Shell' Research Ltd.

By sampling the air at ground the device can detect as little as five ppm (parts per milhon) of methane in only three seconds.

The expanding use of natural gas, and _its introduc!ion into old gas distribution systems in which leaks nught occur because of the extreme dryness of the gas, prompted the development of the detector.

Until recently, gas engineers used the traditional meth'?d of making small holes in the ground near the gas mam and then testing for leaks.

In contrast, the Shell detector, which weighs only twenty pounds and is also fully weather-proof. does not need to probe the earth, thus greatly speeding up the whole operation.

National Benzole Service

The Mayesbrook Service Station at Barking was opened for self-service by Mark Mothio, Director and General Manager, National Benzole.

equipment, made by Beck and Co. (Meters) Ltd., IS designed to enable customers to serve themselves with petrol from any one of a number of pumps. The kiosk operator has complete control of the pumps, any or all of which may be isolated or made ready for use at will. Payment is made at the kiosk after completion of delivery.

For the customer, self-service is simplicity itself. He dri':'es _to any pump. whic_h is ready for operation, this bemg md1cated by an illummated green light on the p_ump. The nozzle is then removed from the pump and a smgle lever control moved to the 'on' position. This action zeros the computer, switches on the motor and illuminates the 'pump in use' indicator light in the kiosk. The customer then takes delivery of the required number of gallons, operating the automatic cut-off nozzle in the normal way. On completion of delivery, the nozzle is returned to its stowage position, having returned the pump lever to the 'off' position. This action switches off the pump motor and illuminates the 'pay' light in the kiosk at the same time extinguishing the 'pump in use' light. '

The c1;1stomer then makes his payment at the kiosk, after which the operator, by pressing a button switches off the 'pay' light and illuminates the 'ready' light on both pump and the console unit.

This completes the operation and the pump becomes automatically locked until brought into use again by the next customer.

National Benzole has completely redesigned the Mayesbrook Service Station to accommodate the selfservice units. There are six pumps dispensing four grades of petrol.

The relaxation o_f 18 seconds as mentioned by Otto would apply to an aviation kerosene, possibly after microfiltration but not petrol. The conductivity of petrol is at least 100 picomho/metre and this would correspond with relaxation times of a fraction of a second

Where products have a long relaxation time as in the case of aviation kerosenes, antistatic additives are normally employed to increase the product's electrical conductivity and prevent the accumulation of a static charge within the product or on its surface; alternatively, relaxation chambers are employed.

Otto says that there is a danger of an accumulation of a charge of static electricity in petroleum if the velocity through a pipeline exceeds one metre per second; if this statement were true generally, it would seriously affect all operations from reception at a refinery, refining, transportation and dispensing to the motorist.

A restricted flow of one metre per second applies only when there is (i) contamination by water and any other second phase, (ii) where a product has low conductivity and a receiving tank contains an explosive air-vapour mixture, (iii) when starting to fill large storage tanks. In case (iii) the reduced flow velocity should be maintained only until the level of the liquid is above the tank inlet, or, in the case of a floating roof tank, until the roof is afloat.

Class 'A' products free from water and any other second phase may be pumped through pipelines at linear velocities of up metres per a?d research at present in hand md1cates safe practice at higher velocities.

With regard to dissipating harmful accumulation of electrostatic charges, the resistance between two bodies can be c_is high one megohm (10 6 ohm) because the current mvolved is only of the order of micro-amperes, so that the difference can only amount to a few volts. However, It ts necessary to provide lightning protection on plant, and the resistance to earth for this purpose requires a very much lower value.

lettersSTATIC ELECTRICITY

Our attention has been drawn to an article in your Journal 1967, entitled "Through the Pipeline" by m which he c?mments on the dangers from static electnc1ty when handling petroleum spirit; it seems unfortunate that the subject of static to which so much scientific investigation and research has been devoted should be trec_ited as a 'lark'. ?/hi le support must be given to articles draw to hazards in any operation, the cond1t1ons as described by Otto are not in accord with those internationally accepted and present a picture out of all proportion to the facts.

The of Petro_leum's Electrical Safety Code sets out the needed to safeguard against fires or explosions which might otherwise arise from static electricity !n 'dangerous atmospheres' peculiar to the petroleum mdustry and your Readers' attention is drawn to Appendix 3 (I 965 Edition) which deals with this aspect of safety.

. Otto, in referring to conductive hoses, suggests that ideally these should have a resistance not more than 10,000 ohms. Howe_ver, it will be seen from the previous paragraph that a res1s!ance of 75,000 ohms with this type of hose would be entirely satisfactory and safe.

In the case of road wagons, these vehicles are earthed to the gantries during filling operations and where vehicles are _int_o at a petroleum filling station, hoses with bmlt-m bondmg wires are employed. It is unnecessary to separately bond rail tank cars to off loading gantries because the rail trac_ks are bonded to the gantry structure and earthed. Earthmg of rail cars is achieved by contact between the wheels of the rail car and the railway lines. Numerous continuity tests have shown that the resistance between rail car tanks and the track is 0.1 ohms and less.

F_or !urther on the problems of electrostatics m the 01! mdustry, it is recommended that Otto and your Readers refer to the IP Electrical Safety Code, 1965 Edition.

Technical Secretary Institute of Petroleum

J.P. ALLINSON

Otto replies: "What a pity Mr. Allinson did not read the article more closely since otherwise his letter must surely have been unnecessary. My personal choice as book of the week on the subject would be "Electrostatics in the Petroleum Industry" by A. Klinkenberg and J. L. van der Minne, but then I prefer to tap the well rather than the stream. Klinkenberg in his discussion of the electric double layer theory refers to a gasoline with a relaxation time of 18 seconds. The relaxation time of a particular brand will, of course, depend on its additives. Klinkenberg recommends a maximum resistance to earth of 10,000 ohms. It was at no time intended to suggest that petrol should never be pumped at more than a metre per second".

LIQUID METHANE: LICENSING CAR PARKS

I refer to the letters in the January issue.

May I draw the attention of Mr. Biske to the Petroleum (Liquid Methane) Order, 1957 ? With two modifications, this applies most of the provisions of the Petroleum (Consolidation) Act, 1928, to liquid methane.

PROPANE STORAGE IN DAVENTRY

Your readers may be interested in a rather dangerous incident involving leakage of propane. There is a bulkstore of propane at a factory in Daventry and daily checks are made of the storage (2 x 5 ton tanks) by the factory staff to record how much propane is used. One morning in September, an excessive quantity of propane had been drawn off according to readings taken, and immediately it was apparent that there must be a leak in the distribution pipe system. It was estimated that at least 3 cwt. of propane gas had been lost over the previous 24 hours.

The tanks were shut off immediately, and the area isolated. An explosimeter was brought into use from the factory laboratory, and this recorded a high presence of the vapour in nearby sewers. This instrument was later found to be inaccurate but we did not know this at the time. Drains and chambers were filled with water and this was released down the trunk sewer to disperse any gas present. After leaving the factory site, the sewer crosses a nearby housing estate, !hen runs thro?gh open country for a distance of approximately one before the treatment works. covers were lifted ?ff the mspection chambers over this latter I?art, to give added ventilation to the sewer. It was considered necessary to do this and the covers were wedged open for 24 hours.

The next day the leak was located in an earth embankment which had moved due to extreme wet conditions. This had caused the underground distribution pipes to fracture.

The explosimeter used had given contradictory readings throughout and when checked was found to be faulty ; checks the following day with a second explosimeter, sh?Wed that it was unlikely that the vapour had actually gamed access to the sewers.

This exercise proved that the siting of bulk stores of L.P.G. should be as far as possible from other development including roadways, and secondly, that petroleum officers with such stores in their areas, would be well advised to obtain or have ready access to a reliable expl?simeter, and 'also formulate a plan of action for dealing with any emergency.

Daventry G. N. SCHOFIELD

I am sorry that I did not make myself clear to Mr. Dale. The proprietor of a car park, as the occupier of premises, will be guilty of an offence under Section 1(2) of the Act of 1928 only if petroleum-spirit is kept on the premises in contravention of that Section. I contend that the keeping of petroleum-spirit in his car park by persons intending to use it for the purposes of a motor vehicle, and not for the purposes of sale, will not be in contravention of Section 1, by virtue of Regulation 1(1) of the Petroleum-Spirit (Motor Vehicles, etc.) Regulations, 1929. As there is no contravention of Section 1, the proprietor cannot be guilty of an offence under Section 1(2). I believe that the fact that the proprietor is not the person intending to use the spirit does not mean that he cannot claim the benefit of the exemption, but that the opposite is the case. For the exemption to operate, it is necessary that the same person both keeps and intends to use the spirit, and it is the parker of the vehicle who does this in car parks.

In Grandi v. Milburn, the Court did hold that the spirit was being kept in contravention of Section 1, a:id therefore the occupier was guilty of an offence. But m that case, spirit was being kept for sale, and the premises were not a car park.

As I said in my paper, I do not think that the pr<;>prietor of a car park can even apply for a licence; Regulation 1(2) provides only for applications by persons intending to use the spirit. So all that the proprietor of a car park has to do is to ensure that he is not a party to any breach of the 1929 Regulations in his car park. Even if he has applied for, and been granted a licence, he can ignore the licence and its conditions, as it has been granted by the Local Authority without any power to do so, and is null and void.

Solihull

C. S. McDONALD

* * * *

Thank you for letting me have a sight of Mr.McDonald's letter.

I regret that I cannot accept his view. In the case cited, petroleum spirit was kept for conveyance by European Petroleum otherwise they could not have been successfully prosecuted for infringement of the Conveyance Regulations. Despite the fact that the petroleum spirit kept in accordance with Regulations made under 6 of the Act, Grandi also suffered penalty as the occupier of the premises for not having a petroleum licence. Similarly even though petroleum spirit is kept in with Regulations made under Section 10, the occupier, 1f he is not also the keeper and the person intending to. use the petroleum spirit for the purpose of any motor must still ensure that a licence is in force if he too 1s to escape penalty.

W. C. R. DALE

G.L.C.

SELF-SERVICE PUMP INTRODUCED ON COUNCIL CAR PARK

Linked to Note Acceptor Unit

Two new do-it-yourself developments for motoristsa blending pump delivering five grades of BP petrol and a machine accepting pound notes for self-servicehave been linked for the first time at a new filling station at Horsham, Sussex The BP Blender Pump is the first to be operated on a local authority's car park. The price of the grades offered will be 2d. per gallon below normal prices. The station, leased by Horsham Urban District Council to Caffyns Ltd., is in the Blackhorse Way car park behind the main shopping centre of the town in West Street. A note-acceptor self-service system was specified for the site by the Council following successful tests by BP last year.

Councillor A. V. Murrell, Chairman of Horsham U.D.C , who inaugurated the site on Monday, 20th February, by filling his own car's tank, said, "We must make provision for those who, for business or pleasure, want to stop in the town and not merely get through and out again as quickly as they can. For this purpose we have provided car parks as near as possible to the town centre. In this latest car park we have now gone a stage further by the establishment of this self-service petrol filling station." At the opening Mr. Sidney Caffyn, Chairman and Joint Managing Director of Caffyns, Ltd., said that self-service equipment was one way of reducing labour costs on filling stations. Mr Stanley Fryer, BP Area Manager, said, "The use of both the blending pump and the note-acceptor have been pioneered by BP in this country and are the latest innovations in our policy of providing up-to-date service for the motoring public,"

The note-acceptor machine, 29tins. wide, 28ins. high and l 6ins. deep, is set in a brickwork surround. The motorist puts a pound note on the machine's drawer, which is then pushed into a slide-away. Forgeries, crumpled notes and pieces of paper are rejected by the machine, which recognises the genuine note by a photo-electrical process After the note has been accepted, the motorist chooses the grade of petrol at the Blender Pump at the other end of the island by operating a selector switch on the pump. He then takes the nozzle and fills the car with the grade of petrol chosen. Both the note-acceptor and the Blender Pump are under canopies.

Over the next two years, BP plans to introduce more note-acceptors on sites in the U.K. where there is sufficient demand for after-hours service. Blender Pumps, which were introduced by BP throughout the country last October, will total 1,800 by the end of this year. These pumps dispense mixtures of BP Super and BP Regular, drawing supplies from separate tanks and blending them in correct proportions to achieve the desired octane rating. The control unit in the pump governs the flow of the two base petrol s , feeding them through a double hose to the pump nozzle where blending takes place.

REFINING

Oil Refining Processes

This article has been prepared for our readers

by R. H. ANGIBAULT, Public Relations Manager, Essa Refinery, Fawley

Crude oil is a mixture of an immense number of substances which are formed essentially of only two elements -hydrogen and carbon. Some impurities are 'present, but hydrogen and carbon represent approximately by weight 12 per cent and 85 per cent.

Carbon has the unusual property of combining not only with other elements, but also with itself. Because of this, atoms of hydrogen and carbon can combine to form molecules in many different ways. These compounds of hydrogen and carbon are called hydrocarbons.

To the oil refiner, the important fact is this: the greater the carb?!l atofi?-S in a hydrocarbon molecule, the higher is its boiling pomt. He uses this property to sel?3:rate crude oil by distillation into products of different bodmg ranges.

Fractions

fundamental process in oil refining is primary dist1llat10n. The oil is split into 'fractions', or groups of compounds boiling within certain temperature ranges. There are seven main fractions of crude oil, two of which are removed at the oilfield and the remainder are obtained by primary distillation at the refinery.

The fractions removed at the oilfield are:

. Natural Gm-This is gas which vaporises from the crude 01! as soon as the pressure is released through the well head. It consists mainly of methane, with lesser amounts of ?ther components such as ethane, propane and butane. It is a gas at all ordinary temperatures and pressures. gas is also found in gas wells not associated with 011.

Casinghead Gasoline-This fraction is so called because it can be condensed from the natural gas which issues from the casing heads of oil wells. It is very volatile and has a boiling range of about 70°-150° Fahrenheit.

The five fractions produced at the refinery are:

Petroleum Gas and Refinery Fuel Gas-By ( distillat1on of the crude oil, liquefiable petroleum gas e.g. butane, propane) and fuel gas are obtained.

N_aphtha-From the next cut from the distillation tower rir1pn naphtha, or raw petrol, for motor spirit is obtained. 9t0 is normally liquid, with a boiling range of about -350° Fahrenheit, and has a very low viscosity.

. Ke:osene and Jet Fuels-The next highest boiling fracti.on is. kerosene (or paraffin) and jet fuels. They have low visco.s1ty and depending upon the crude source a low freezmg point.

Gas Oil-This has a higher viscosity and boiling range than kerosene. It may be used ultimately as diesel oil, as heating oil and, in some refineries, as a heavier fraction for 'cracking' to produce high grade motor spirit.

Residue-The highest viscosity and boiling range fraction. Depending on the crude oil used, the residue will be blended to a range of Fuel Oils and Bitumen or used as feed to a vacuum distillation tower from which feedstock for Lubrication Oil production is obtained.

Qualities

Crude oils are classified according to the kind of hydrocarbon molecules which predominate. This classification is important, since different types of crude yield a different quantity and quality of individual products. There are, for example, paraffinic base crudes such as Kuwait oil. These crude oils produce good quality base stocks for kerosene (paraffin), diesel oil and lubricants. A fair proportion of raw petrol is produced by primary distillation, but it is of low quality

Other types of crude oils are asphaltic based-producing good asphalt and fuel n.aphthenic There are also mixed base crudes m which no particular type of hydrocarbon predominates. Many of these are very useful to the refiner to give him :flexibility in operating the plant.

The refiner's task

The refiner has two aims. He must make products which meet the high quality specifications of today's markets. But he must also produce the right proportion of each product from the crude oil so that nothing is 'left over' or wasted.

To achieve these objects, the refiner uses four main types of process. He can use a .separatioi;i process, as distillation or solvent extraction, to spht the crude 011 mto groups of compounds or even to separate one particular compound from another.

It may, however, be necessary to chan&e one sort of compound into another in order to obtam the correct balance of production. This the refiner can do with conversion processes-breaking large molecules into smaller ones by 'cracking', building small molecules into larger ones by 'polymerisation', or reshaping the molecule by 'reforming'

Thirdly, the refiner may have to remove impurities or render them harmless. Examples of this type of process are hydrofining and copper sweetening

Finally, there are a number of other processes, such .as the blending of products and the manufacture of special products, such as bitumen and additives for lubricating oils.

SEPARATION

Primary distillation

This is the basic refining process and is used to split the crude oil into 'fractions'. At the Fawley refinery there are four pipestill units with a total capacity of over 16t million tons a year or 45,000 tons per day. The crude oil is heated in a furnace to a temperature of about 750° Fahrenheit. At this temperature about three-quarters of the oil has vaporised; the rest remains liquid.

This mixture of liquid and vapour is then passed into a 'fractionating tower'-a tall column, nearly 200 feet high, divided horizontally by about thirty trays. On these trays is maintained a level of liquid-about 2-3 inches-and there are devices on each tray which force oil vapours rising up the tower to bubble through this liquid.

The tower is heated at the bottom by the hot oil vapour and liquid which enter. By removing some of the liquid from the top of the tower, cooling it down, and then re-introducing it, the upper part of the tower is cooled to about 200° F. In this way a temperature gradient is obtained-each tray in the tower being slightly cooler than the one below it.

The liquid portion of the feed falls to the bottom of the tower and is drawn off. This is the residual fraction. The vapours rise up the tower, bubbling through successive trays. When a particle of vapour reaches a tray which is at or below its boiling point, it condenses out and joins the liquid on that tray.

The lightest vapours do not condense out in the tower but are led off the top to be condensed and collected. These form the gas and naphtha fractions. The remaining fractions are withdrawn at intermediate points up the tower.

Distillation may also be carried out under reduced pressures. The boiling point of a liquid gets lower as the pressure on it is decreased and, in this way, heavy oils can be split into fractions without heating them so hot, in order to vaporise them, that their big molecules tend to 'crack' or break up into smaller molecules of lighter oil.

Primary distillation alone does not meet market requirements. The products of this process will require further treatment to remove impurities, to increase quality or to convert one type of product into another in order to balance refinery output.

Solvent Extraction

Sulphur Dioxide Extraction-Some products of primary distillation require 'cleaning up'-unwanted compounds must be removed from them. An example is found in raw paraffin. As it comes off the primary distillation tower, the paraffin contains a proportion of hydrocarbon molecules of aromatic form. These compounds make a lot of black smoke when burnt in an open flame-although they burn very well in an internal combustion engine.

Jn the plant at Fawley, the aromatics are removed from the paraffin by washing them out with liquefied sulphur dioxide. The paraffin will then burn with far less tendency to smoke and the aromatics extracted can be blended into other products.

Lubricating Oil Processes-Two examples of solvent extraction are found in the processes used to produce lubricating oils:

1. The Propane De-asphalting Plant uses liquefied propane to wash the lubricating oil and remove asphalt.

2. The Phenol Extraction Plant uses phenol to extract from the oil compounds, like aromatics, with poor viscosity /temperature properties.

The oil is next passed to the Propane De-waxing Plant; here it is mixed with propane which has been liquefied b.Y compression. In the chiller-contactor the propane is allowed to evaporate, so chilling the oil and causing the wax to crystallize out. The wax is then removed by filtration. Finally, the feed is contacted with Fuller's Earth to bleach it and improve stability-and re-distilled under vacuum to separate the oil into grades of different viscosity.

CONVERSION

Fluid catalytic cracking

'Cracking' is the process of breaking larger oil into smaller ones. One application at the refinery is m 'cracking' a heavy gas oil to form a high grade petrol and gas. The process is known as 'fluid catalytic cracking' 'catalytic' because a chemical substance called a catalyst is used (this helps the cracking reaction without beiJ?g changed itself) and 'fluid' because the catalyst, being m the form of a powder, can be made to behave like a liquid when it is blown with air or hydrocarbon vapour. A great advantage of a fluid catalyst is that a continuous flow of catalyst in the plant can be obtained without any mechanical handling.

Heavy gas oil from the primary distillation units is sprayed in to meet a stream of red-hot catalyst coming from the regenerator; the catalyst vaporises the oil and the vaporised oil fluidizes the catalyst. They flow together into the reactor where cracking takes place.

The oil vapours pass to a fractionating column, in which the small molecules of petrol and gas formed by cracking are separated from the heavier and unconverted products. Further fractionation separates the petrol from the light gases which are either used for refinery fuel or sent to the Southern Gas Board (who use it to make town gas), or fed to the polymerisation plant, or used to make chemical feedstocks.

During cracking, the catalyst becomes coated with carbon. It is transferred by a stream of air into the regenerator, where the carbon is burned off and in doing so sufficient heat is generated to provide the heat necessary for the reaction process.

Steam Cracking

Another cracking process at the refinery is designed to produce raw materials for the petroleum chemical industry. In this case heat is used to crack a feed stock varying from raw naphtha to heavy gas oil, the feed is mixed with steam and quickly heated to a very high temperature in a large furnace. Under these conditions the molecules of petrol are broken down or changed in shape to form light gases (such as ethylene, propylene, butylene and butadiene) and high quality petrol.

The cracked produc!s are compressed and refrigerated, and then pass to a senes of fractionating columns which a number _of individual compounds. The most important of these 1s ethylene, which is the raw material for a tremendous range of plastics and chemicals.

Polymerisation

is the reverse of cracking-building small m?lecules mto larger ones. Light gases produced by the cat-cracker' are combined to produce heavier gases, like butane, and a further supply of high-quality petrol.

Reforming

This is '.!- process by the shape, rather than the size, of 011 molecules 1s changed in order to improve The power-former makes petrol of the _quality _from the raw petrol produced by primary h:is a low 'octane rating' (or resistance to knockmg_ m a high-compression engine). The powerformer feed 1s first treated in a hydrofiner, to remove any sulphur compounds, and is then passed through four furnaces and reactors, which are in series. In these reactors, by using high pressures, an atmosphere of hydrogen and a platinum-coated catalyst, the molecules of petrol are converted into aromatic forms, with high anti-knock properties.

Dehydrogenation

An of another type of conversion process !s found m the production of butadiene at the refinery. This gas has four carbon atoms and six hydrogen atoms in the molecule. The Butene Dehydrogenation process, developed by Esso's research organisation, takes a prepared (eed of normal butene. Each molecule of this gas, which IS produced in any 'cracking' process has four carbon a!oms and eight hydrogen atoms. By a catalyst and high temperatures, two atoms of hydrogen are removed from each molecule of butene to produce butadiene.

The butadiene is extracted from the stream of unconverte? gas by dissolving it in a cuprous ammonium acetate soluti?n. It is then used for the making of styrenebutad1ene synthetic rubber.

PURIFICATION

Hydrofining and sulphur recovery

Sulphur is found as an impurity in most crude oils. Some sulphur compounds are corrosive and must be removed from products such as diesel oils and white spirits.

In the hydrofining process, the oil is heated and mixed hydrogen under pressure; in the presence of a catalyst, t f _comp<?unds are to free hydrogen si: P 1de which, bemg a gas, 1s easily separated from the 01 1. The oil is then scrubbed with steam and washed with a solution of caustic soda to remove any unconverted sulphur compounds.

The hydrogen sulphide from the hydrofiners is burned JI?- a controlled reaction furnace, with a limited amount of air, to form molten sulphur of high purity which is then sold to chemical manufacturers.

Copper sweetening

These units remove, or convert to innocuous forms, corrosive substances like sulphur compounds in petrol, jet fuels and paraffin. The undesirable compounds in the oil are reacted with a controlled amount of air in the presence of a catalyst of copper chloride.

Reports of Committees of the A.M.C.

Town Planning Committee-28th October, 1966

Petrol Filling Stations-Sale of Used Cars

The Torquay Corporation, who exercise delegated powers, have expressed concern over the apparent lack of control which planning authorities have over the growing practice of using the curtilage of petrol filling stations for the display and sale of mainly secondhand cars. They are concerned both from the visual amenity angle and also to prevent unauthorised development of this nature. They have asked the Association to press for early legislation to bring this type of ancillary use within the control of the planning authority.

We do not feel that it is practicable, nor indeed necessary, to seek further planning control over this kind of use; in our view, any substantial use of the curtilage of a petrol filling station for the sale of cars is development requiring planning permission within s. 12 of the T. and C.P. Act, 1962, and if permission is granted, a condition to preserve amenity could be imposed in appropriate cases.

Fire Service Committee-lOth January, 1967

Petroleum Tankers-Capacity and Parking

Southampton City Council have asked the Association to take steps to prevent a further increase in the maximum carrying capacity of petroleum road tankers and to ensure that those vehicles carrying dangerous liquids which are exempt from the Petroleum (Conveyance by Road) Regulations should cease to be so exempt.

The Council have been reminded that the Standing Advisory Committee on Inflammable Substances, set up just over a year ago, appointed three sub-committees, one of which is considering the operation of vehicles involved in the transportation of dangerous substances and another is looking into the general question of the construction of vehicles used for the conveyance by road of such substances; and that the Petroleum Spirit (Conveyance by Road) (Amendment) Regulations, 1966. which increased the maximum permitted carrying capacity of tank wagons were in fact, made on the advice of the standing advisory (Home Office Circular No. 187/1966 dealt with this).

The Association is, of course, represented on the three s uh-committees referred to, and we understand that the two concerned will be looking further into the questions of the carrying capacity of tankers and of the transportation of dangerous substances generally. We shall consider these matters again in the light of any proposals resulting from the sub-committees' deliberations.

Operated Paraffin Vending Machines

It is now five years since the introduction of coin operated paraffin vending machines in this country. Like many new inventions the paraffin vendor was treated with much suspicion in the early days, especially with regard to its safety and reliability.

There are to-day two manufacturers of coin operated paraffin vendors, namely Gloster' Saro Ltd., of Hucclecote, Gloucester (a Hawker Siddeley subsidiary) and Messrs. Wilson Engineering Ltd., of Bristol. Much has been achieved by these manufacturers both in improvement to the machine design and marketing techniques. We now have equipment available to us whic4 is of the highest standards in both its safety and mechanical features.

Let us consider the advantages of coin operated vending in the paraffin market. The machines are designed to sell ou_tside the shop or garage, obviating any possibilit:t of sp11Jage or undesirable odour within the shop premi ses. The machines will sell for twenty-four hours a day, whic_h can onJy result in inc reased turn-over for the owner. It is surprising to note how far afield people will come to use a machine in cold weather, especially out of business hours. The very novelty of the machine attracts people to the shop or garage and experience shows that not only is there an increase in paraffin sales hut many other shop commodities also; people where possible prefer to help themselves these days especially if by so doing the annoyance of waiting or queuing is overcome. Th€ machines are simplicity itself to operate, the simple insertion of a 2 / or 2/ 6d. piece will dispeBse the paraffin ill under one minute; no mess, no waiting, always available. Both machines are designed to cater for up to five gallon containers.

Quite apart from the convenience of offering self-service , the sav ing in time and expense is obviou s . In these day s of economic restriction s and selective employment tax any method of economy in opera..tion is essentia l. When compared to the manual dispensing of paraffin the ven dor is the obvious cho ice .

Both machines carry Board of Trade certificates and are consequently acceptable to Weights and Measures authorities. Fire risk is reduced to a minimum due to the fact that the machines do not store paraffin. All machines are connected by a -linch pipe to a storage tank, usually at the rear of the shop or garage; in the event of fire breaking out there is no possibility of paraffin feeding the fire due to the presence of a fire valve situated at the storage tank. Both machines are accepted by nearly all major fire authorities in this country, who have expressed their complete satisfaction with regards to safety. The question of vandalism arises, of course, but experience shows, however, that very little trouble on this point has occurred. The fact that the insurance premium of 25/- per annum covering not only the cost of the machine but also up to £50,000 third party has remained unchanged for the last four years is in itself a testimonial in favour of the machines' impregnability.

There can be little doubt in these days of self-service and self-selection that the paraffin "coin operated vending machine" is the safest and most economic method of selling paraffin.

Testing of Old Underground Storage Tanks

at Herne Bay

Contributed by W. F. WELLER Deputy Chief Public Health Inspector

Some months ago, complaints were received from a property on the sea front about a persistent and recurring smell of petrol or town gas. The vapour was apparently coming from the cellar and rising up the stair well to the fourth floor.

The nearest store of petroleum was at a garage several premises away in an adjacent side street. The underground storage tanks appeared to be isolated from the house by two large cellars and it seemed to be stretching the of possibility to the limit to suggest that they were m a defective condition and responsible for the trouble.

Tests were made by the local Gas Board, both in .the cellar and in test holes drilled in the road outside, resulting in an emphatic disclaimer that the odour was "not town gas".

The District Fire Prevention Officer of the Fire Brigade was then approached. Tests with an gave an occasional positive but harmless reading m the under the house, and an occasional positive and defimtely dangerous reading in the trial holes in the road-thoughtfully left by the Gas Board. We, the local officers, were given this information, together the intimation that the Fire Brigade was acting only m. an advisory capacity and the Council would be if the centre of Herne Bay suddenly and no1S1ly disappeared !

The owner of the garage and petrol tank was politely sceptical. However, more to humour and get rid of us, he co?sented to the tanks being subjected to pressure tests usmg nitrogen gas. This was done and two out of the three small tanks were proved to be leaking.

The defective tanks were promptly filled with water and m a few weeks time replaced by a brand new 3,000 three compartment tank installed strictly accordmg to regulations and the latest recommendations.

afterwards, another garage decided to replace an tnstallation of four small 250 gallon tanks and four pumps with a 6,000 gallon twin tank serving two brand new blending pumps. A large and impressive hole was dug to receive the new tank which, when nearly complete, was found to have a neat pool of petroleum spirit in the bottom. Immediate precautions were taken, which included roping off the forecourt and a fire appliance. at the ready complete with hoses, etc., laid out in full view of the local populace. A factually accurate, but somewhat garbled account of the incident appeared in the local

press. Petrol from the suspect tanks was transferred and the bottom of the hole blanketed with sand. Partially due to the delay caused by the petrol leakage, the sides of the excavation collapsed. The contractor also blamed vibration from the compressor used to test the tank above ground. Eventually, the new installation was complete and the old tanks filled with concrete slurry.

A further defective and leaking storage tank was found at the Council's own Depot. Again the offending tank has been replaced.

All the tanks involved were known to be at least thirty years old and were merely buried in the ground adjacent to the pumps. Much more disquieting was the knowledge that the selfsame tanks had been subject to a "ullage" test a few years previously which had given no indication of defects. The "ullage" testing had been done with care and strictly according to the "book".

It was, therefore, decided to investigate the possibility, and the financial aspect, of applying a nitrogen pressure test to all similar tanks in the Urban District. Messrs. Pump Maintenance Ltd. were consulted and confirmed that a pressure test of 10 lbs. per square inch for 24 hours using nitrogen gas could be applied as a practical measure and at a cost of approximately £10-£40 per tank. A letter was then sent to all licence holders referring to these incidents and the unreliability of the "ullage" tests. The letter asked that arrangements be made for a nitrogen pressure test on all tanks over 20 years old and advised that any tank installed over 30 years, or more ago, would be at the end of its useful life. The replacement of such tanks was recommended.

Response to the Jetter has been good and many of the tanks in question have been tested as advised. Further tanks have proved defective and have been taken out of use and several disused and partially forgotten tanks have been properly filled with cement slurry. One firm successfully used P.F.A. (power station fly ash) for this purpose.

If necessary, defaulters will be dealt with when licences are renewed. At that time, the Council will be recommended that no licence shall be given for a 20 year old tank unless a recent nitrogen pressure test has proved satisfactory.

At the time of writing, the number of tanks tested and results are as follows:

Tanks, age 20 years or more tested with nitrogen 12

Number found to be leaking

Unattended Self Service Petrol Stations

Trade, Customers and Manufacturers want them

Contributed by R. P. THOMPSON

During the next few years officers other local government officials will have to make a on whether to approve or refuse applications for the mstal!ation of equipment necessary for unattended self-service petrol stations . At these petrol points custo1!1ers themselves, using pre-payment equipment at statron_s which would otherwise be closed at week-ends or dunng the night.

Self service petrol forecourts are on the increase in this country but the majority of them operate under the banner of attended se lf service where customers serve themselves and then pay a cashier for the quantity of petrol received. The cashier is in control of the pumps and ensures that safety precautions are followed and ment is not misused. If there is a danger apparent, mdividual pumps or the whole petrol serving area equipment can be "frozen" by the attendant. It is that the present time there are about 70 installat10ns of this type in operation.

although attended self service is all yery well m its way, petrol companies generally are more and more insistent on attempting to obtain sanctron !or petrol pumps which at and dunng night can be operated by the customer without superv1s10n. Whether or not they succeed will depend to a large extent on the attitude of local government officials

It is claimed that the trade, the customer and the pump manufacturers would welcome such a move.

At the present time some local fire and petroleum officers are hesitant regarding pre-payment self on unattended stations . They have still to be that fu-e dangers can be overcome both from the pomt of view of equipment and the careless customer.

One of the few concerns to have taken definite steps to s how local government officials that unattended selfse rvice petrol stations are no more dangerous than conventional type forecourts is the BP retail division of Shell Mex and B.P. , Ltd . A few weeks ago they took s teps when 34 senior local government officers visited Hamburg in West Germany to see at first hand unattended se lf- service petrol stations in operation.

!he party that went to Germany included town fire officers, chief public health inspectors, and chief m spectors of weights and measures. They came from all parts of the country. There were a lso representatives from the Board of Trade, Home Office and the Ministry of Techno logy R. Gresham Cooke, M.P., was a member of the. party a lso, as was Alan Wright, petrol committee chairman of the Motor Agents' Association The visit was o f two day s duration and in Germany the British officials h a d _th e t o di sc u ss mutual problems regarding selfserv i ce wit h their o pp os ite number in Hamburg.

The BP retail division of Shell Mex and B.P. are convinced that there is a need for extended opening hours of petrol stations to cater for the increasing number of travelling at night. They say: "Unfortunately It IS not always economic or practical to provide a manual service at these times. The solution lies clearly in attended self-service by pre-payment. Although this method of retailing is contrary to the conditions of standard petroleum licences , we consider that the risk involved with the equipment we would like to install is no greater than on manned filling stations".

At the ?utset BP pointed out that the pumps they rnstall on selected sites would not be in t10n dunng the day. It was an additional service on their stations for the night-travelling customer.

In common with other trades the motor trade has looked to self service to counteract increasing labour costs, shorter workmg weeks, shortage of suitab le labour, increased turnover and consumer demand. These problems are accentuated in the motor trade by high daily and week-end business peaks, seasonal trade and a requirement for long opening hours.

R. GRESHAM COOKE, M.P

The introduction of attended self-service petrol stations into this country began in 1963 and now there are a considerable number in existence. Most local petroleum authorities will permit, with various additional conditions to their standard licence, this form of self-service. It was in April, 1965, that the first unattended self-service sanction was obtained from a local petroleum authority and since then only a further 20 or so have agreed to this type of retailing. The principle of unattended self-service does not directly comply with certain conditions in existing petroleum licences. It is considered by Shell Mex and B.P. that the operation of self-service equipment even by unskilled persons does not present a great risk

Before the BP party of officials set off for Germany they were briefed about the Wayne £1 note acceptor, blender pumps, which BP are to install on selected sites in this country. It 1s virtually fool-proof and the £1 approximates with the average gallonage purchased by a customer.

The bank note acceptor cabinet is designed for either wall or plinth mount:ng with anchoring points to prevent bodily removal. The cabinet is formed from ga1:1ge steel plate with the door edges formed to and with a welded-in pin in the full depth door The door-locking linkage is protected by a I 0-pm tumbler cylinder lock for security and the enclosed cash inside the cabinet is protected by a second lock of s1m1lar design but different combination Key changes are never repeated.

Each pump housing and the from automatic to manual operation 1s furmshed with the sa me type of 10-pin tumbler cylinder lock but again with different combinations.

The note acceptor cabinet is fitted with a therm?statically controlled fan heater to maintain the and electrical components and circu!ts at correct workmg_ temperature and· to avoid malfunction due to condensatton.

Each pump control module is equipped with an electric time switch. · This allows three minutes from the tune the nozzle is removed and the pump switched on for the delivery to be completed. Experience has shown that three is adequate for the delivery of £.1 of petrol. time switch guards the of a haz a rd ansmg in the event of a delivery not being completed and the nozzle not being replaced afterwards.

T.he note acceptor head rejects and cop1es. (A demonstration showed that 1t would reject a Scottish £1 note). The equipment is approved by the Standard Weights and Measures Department , Board of Trade under Certificate No. 1439.

Following the demonstration there was a question and answer session. Most of them referred to the safety angle.

One official asked what precaution there was for the customer who drove off with the pump nozzle still in the tank of the vehicle . He was told that there was a break point in the nozzle. There were a rrnmber of questions relating to smoking by customers. It was stated by a BP official that in a survey made on un a ttended service stations there was no instance of smoking by customers reported. It was claimed that there seemed to be more smoking on attended forecou r ts than on self-service stations. One motor trader who had been operating a self-service sta tion for seven months mentioned that he

had no instances of customers smoking while filling their vehicles with petrol.

One questioner wanted to know about the durability of the actual hose pipe to wilful damage . He was told that it would be necessary to use a hacksaw blade to cut through the hose. Tempered steel wire was used in its construction.

In Hamburg, BP Germany set out to convince the British party that the Munz Tank system, which is in operation on over 2,000 BP German stations, offers complete security even in the hands of unskilled persons. It operates on a multi-coin basis and fulfils all the requirements laid down by

Said Ing. J.M. Dopner, chief engineer , B.P . Germany: " One of the £ears alw a ys expressed b y public official s and authorities when self-service of petroleum products is being discussed is the great danger likely to arise becau se no station attendant is present. Invariably the question is posed concerning the maniac, who can be a hazard to the community.

"The stock answer is, of cour se, that the problem o f the maniac always exists , a nd not only in relation t o filling station s An act of ar son is a pos s ibility a nywher e, whether there is, or i s not a wa tchman or othe r per s on present. It might be well to re-empha sise that ha zard o u s liquids of various kinds can be obtained o ver th e counter of a number of store s in cani sters or bottl es a nd there is no control over their ultimate use .

Western German licensing authorities.

J M. DOPNER

GLASS FIBRE REINFORCED PLASTIC TANKS

Contributed by J. F. B. CONYERS

Managing Director, J.C.B. Plastics (Dewsbury) Ltd.

Glass Fibre Reinforced Plastic tanks suitable for use on underground storage of chemicals, petroleum spirit and fuel, are a practical proposition. Their initial capital cost is likely to be about that of a steel tank. The main advantage is that its chemical resistance is very much superior to mild steel, and no corrosion should take place whatsoever, and therefore no detriment to the fuel. The tank base is completely resistant to any type of soil, even those with comparatively high acid or alkali content, so that corrosion should not occur from the outside or the inside.

The methods of manufacture are as follows:

(1) If a large quantity production takes place, it is practical and economical to manufacture the tanks by helically winding onto a mandrel. This gives a good, highly polished surface to the tank, and a reasonably smooth outside. It does, however, involve considerable setting up costs, and is not practical for small runs.

(2) Alternatively, the same tank could be made by the hand layup process onto a disposable hardboard mould. This has the advantage that the ends can be put in at the same time as the main cylinder, complete with manhole, outlets and dip-point. In other words, it gives a complete tank when the mould is removed.

(3) The third method of manufacture is both cheap and effective, but techn;cally not as good as the two. This is to take steel wire reinforcing mesh, bend mto cylinder and layup direct to the inside of the mesh until sufficient material has been deposited to enable a completely fuel tight tank to be created. It can then be reinforced on the outside to complete the chemical resistance of the steel mesh. This has the advantage that any tank of any size can be made without expensive setting up costs. Some saving on material can be obtained by the use .of the wire mesh in place of Glass Fibre and polyester resm, obtaining a saving, and even on quite Jong this 1s probably the most economical way ofmanufacturmg a tank. The main disadvantage of this method of manufacture is that the chemical resistance of the tank is not as good as a homogeneous construction of all Glass Fibre polyester resin, and also does not give the good smooth gel coat finish which either of the two previous methods give. It is, however, likely to last at least thirty years, and in all probability a good deal longer, and since !s usually a premium on all tanks for this purpose, it is reasonable to assume that method (3) will be the one most commonly adopted by this company.

On all three methods a steel plate, Glass Fibre covered, would be bonded to the bottom of the tank in line with the dip-point to ensure that the dip-stick is not allowed to damage the bottom of the tank. All tanks could be pressure tested at I 0 p.s.i. but in practice will withstand approximately 25 p.s.i. without detriment. The manhole at the top would have to be a steel manhole, Glass Fibre covered, to enable it to comply with fire regulations. In this form it would be quite safe from any fire attack from above. In order to comply with the present regulations, it would

be necessary to surround the tank either in concrete or in a brick lined chamber, surrounded by sand. Neither of these methods is considered necessary by the writer from the tanks point of view. Any ground movement could be adequately taken by the tank itself without any possibility of damage. In other words, from a technical point of view, the tank could be quite safely dropped into a hole in the ground, whatever type of ground it is, and then back-filled. This, however, does not comply with any of the existing regulations, and therefore one of the above methods would have to be adopted to comply with them.

Finally, leaking steel tanks could be lined with the use of Glass Fibre Reinforced Plastics. This is particularly useful as no expense of cleaning is necessary. The removal of sludge and loose materials is the only main point. A lining could thus be completed, and approximatley three days later the tank could be put back into use. It would not be necessary for the tank to be disturbed in any way, and C?".tamination into the ground around would. not effect the lmmg of the tank. Since no cleaning operat10ns are required, the danger of an explosion is virtually nil. Breathing apparatus is normally worn by the operator on such lining operations, and therefore fumes from the tank would not be of any real detriment.

UNDERGROUND PARKING in Columbus, Ohio

A further report by

J.

H.

B. HORNBY

on his visit to America

the Americans a major civil engineering problem is a delight. Three years ago there was no place in the centre of Columbus where a thousand cars could be parked, so set to made one. Right in the middle of the City is beautiful State set in its own grounds occupyan ideal central positron for car parking. "Why not go underneath ? " the authorities asked. So they did, making room for 1,201 on three levels, and all that tells of its presence to.day 1s the 'Car Park' sign, the end of the entrance/exit ramps, and the ventilation shafts. These are quite and have to be pointed out. The State House remams above the turmoil as lovely and unruffled as ever.

pesigi;ed by a company of architects fron: Kansas, M1ssoun, the car .Park has several points of mterest to those concerned with the safety of such buildings. Driving down the heated ramps which are 12 ft. wide, I noticed the large amount of waiting space below ground level but

open to the air, and the idea of this is so that ifthere is any accumulation of traffic at busy times this will be in the open and not below ground level. The gradient of these ramps is a maximum of 7 % in the interior and 6 % outside. Descending into the parking area, the brightness of the illumination surprised me and this is provided by nonflameproof fluorescent lamps set against the ceiling, which itself is 7ft. 4ins. high. Flameproof electrical fittings are only required by the State authorities below 4t feet. Driving along to our parking place I noticed the fire extinguishers around the walls, and found out later that there are 42, of the 17lb. dry powder type.

At the time of my visit there was a good six inches of snow on the surface, and a lot of this was being carried into the car park by the cars. To cope with this, there are powerful hoses to wash down at night, and these are also designed to deal with certain kinds of fires. The floor drainage on each level is by Duplex pump-the kind whereby a failure of one automatically starts the otherand they all pull through petrol interceptors.

I was disturbed for a second or two by a powerful roar which cut in on conversation. This was the ventilators switching themselves on. They have ten fans, each of 50 horse-power, activitated when the carbon monoxide level reaches a certain point, and they are normally set, on the mine safety principle, a little lower than what is required by law. These fans, going full out, will change the air at the rate of 1,222,500 cubic feet per minute.

The car park Manager, Mr. Dwight Dixon, was justly proud of his facility and was pleased to help with my questions. He told me that all the pedestrian exits have a two hour fire rating, and no person can at any time be more than 100 feet from an exit. A public address system is provided with speakers in the exits, elevators and stairways as well as on the main floors. In the elevators there is a two way public address system, valuable for emergency. In the event of fire, for example, a central office can direct pedestrians and cars to the best exits in the circumstances.

Sprinklers or drenchers are not provided and the reason for this is that the State Authorities did not think it necessary and were not prepared to spend. mo';ley. Normally in Columbus a car park such as this 1s requtred by City Ordinance to have sprinklers, but it seems that State buildings have some sort of diplomatic immunity.

In its three years of operation there has been no major problem. Mr. Dixon felt that the concrete of the floor was far too smooth and a rougher surface would c:ut much of the slipping. There have been three collts1ons m the park, and three petrol leaks. One of these latter was a. fractured hose, and the other a damaged copper feed pipe. None of these incidents were serious. There was some serious flooding on the lower floor during an exceptional rainstorm, but the circumstances were so unusual that it was felt that there was little that could or should be done.

On the car park's busiest day-the 4th December, 1966 -they handled 3,894 cars.

is common in American practice, the facility is also designed for use as a civil defence shelter and will accom- . modate 15,000 people if necessary.

Through the Pipeline by OTTO

WHAT'S THE LOSS ?

If one leaves a saucerful of petrol exposed in the open air it vaporizes relatively quickly leaving little or no residual trace of its going. Because of this the uninitiated tend to think that vapour losses from underground storage tanks at filling stations must be enormous. This is far from the truth.

Evaporation can occur only when there is plenty of fresh air to replace air already laden with its quota of petrol vapour. A given volume of air will not take up vapour indefinitely. Once an air/vapour mixture contains about 30 % of petrol vapour by volume, the mixture is fully When a fully saturated mixture is in contact with the surface of the petrol, no further evaporation takes place.

Movement of air into and out of an underground tank in general occurs only when petrol is discharged or delivered. At other times there will be diffusion of vapour within the tank so that for calculation purposes it is not unreasonable to assume that the atmosphere in a tank will be fully saturated petrol vapour at the time it is displaced by a new deltvery of petrol.

If 500 gallons of petrol is delivered into a storage tank an equal of fully pe_trol vapour/air. mixture will be discharged. In this mixture there will be 500 x 30/100 or 150 gallons of petrol vapour. One volume of petrol will produce something like 200 volumes of petrol vapour. From this one deduces that 150 gallons of petrol vapour would emanate from only 150/200 or 0.75 gallon of petrol. Effectively this is the only vapour loss from most underground storage tanks while in use. 0.75 gallon per 500 gallons represents a percentage loss of 0.15%.

It is pertinent to consider what other losses of petrol may genuinely arise on a filling station. These occur entirely from inaccuracies, small as they may be, of the pump. On installation a pump must measure each gallon accurately within a tolerance of 1 fluid ounce in excess to comply with the provisions of the Weights and Measures Acts. As a pump gets older, it generally tends to give more in excess and if a proprietor is happy with the situation he need not have the pump re-calibrated until it gives more than 2 fluid ounces per gallon in excess, or t fluid ounce per gallon in deficiency.

Two fluid ounces per gallon represents a percentage loss of 1.25 % on through-put. If we add our vapour loss to this we determine that the maximum loss on filling station operation should not exceed 1.4 % of through-put; if it does, then something is wrong. An efficient station will probably succeed in keeping its losses as low as 0.2 %.

WHERE DOES THAT RUST COME FROM?

Rusting is a common phenomenon. It happens to metals such as iron and steel when they are buried in the ground; on average one would expect a completely unprotected welded steel pipe 0.18 inch in thickness to be fully penetrated in about 23 years. In aggressive soils, however, the process would be considerably speeded. Further, the nearer to the surface the metal is buried the more rapid generally will be the corrosion; this is because corrosion usually requires the presence of oxygen which has some difficulty in penetrating the ground to any great depth.

Scientists will primly attribute rusting of metals comparatively near the surface to either (a) electrolytic cell corrosion (stray earth currents), (b) galvanic cell (dissimilar metals in close proximity) or (c) concentration or oxygen cell corrosion (disparity in electrolytic concentration between points). In this context they will talk glibly of the existence of anodic conditions in the ground. The use of terms having a faintly electrical flavour is surprising when one realises that corrosion at any pomt is invariably associated with a positive flow of electric current away from that point.

This flow of electric current occurs even when the corrision is caused by the action of sulphate reducing bacteria. These bacteria can exist only where there is no free oxygen present. They use sulphates in the soil in their in such a way as to provide the oxygen that is necessary for the rusting of the buried iron or steel. In reducing the sulphates to sulphides, the bacteria remove hydrogen ions from cathodic metal surfaces and the flow in effect comprises the movement of these ions.

Since corrosion depends on current flow anything which restricts the flow must slow down corrosion. Different soils have different electrical resistances and it is not unusual for the aggressiveness of soil to be classified as follows:

(i) Very corrosive: Specific resistance below 500 ohms per centimetre cube.

(ii) Corrosive: Specific resistance between 500 ohms and 2,500 ohms per centimetre cube.

(iii) M ild/y corrosive: Specific resistance in excess of 2,500 ohms per centimetre cube.

qbviously one can improve on nature by coating a buried metal with a material such as bitumen which itself a high specific resistance. An adequate coating of bitumen effectively inserts a high resistance between the metal and soil. This high resistance will considerably the rate of current flow away from the metal and, m consequence, the rate of corrosion of the metal. If a is left in the coating, however, all current flow will tend to concentrate at that point and rapid corrosion will result there.

Another way of preventing corrosion is to oppose the flow of curre_nt away from the buried metal by making all current flow m the opposite direction. This is what is done by cathodic protection. If the buried metal is maintained at a minimum potential of minus 0.85 volt with respect to a copper sulphate half cell sunk nearby, corrosion will not take place.

There are two methods of securing cathodic protection. Firstly there is the passive method in which the protective current is induced by burying sacrificial anodes near the metal to be protected. The anodes are made of metals such as zinc and magnesium which are lower down the electromotive scale than the metal being protected. Consequently it is the zinc or magnesium which corrodes and the current flowing away from this corrosion is made to oppose flow from the metal one wants to protect. This method is useful only when the specific resistance of the soil does not exceed about 2,000 ohms per centimetre cube. Where soil resistance exceeds this figure a D.C. current has to be impressed onto the anodes from the mains through a suitable transformer and rectifier.

Design of cathodic protection is no easy matter and there are many snares to trap the unwary. One snag in a big town is that if, say, a gas pipe in the ground is interposed between an anode and metal being protected then current flow from the anode to the metal may pass through the gas pipe. This will mean that at some point current will flow away from the gas pipe and at this point the gas pipe is liable to corrode. It follows that any cathodic protection system must be fully integrated with surrounding buried metal pipes and structures. Preparation of protective schemes should be left to the experts.

UNATTENDED SELF SERVICE

PETROL STATIONS

continued from page 37

"Since the first Munz Tank equipment was installed on BP stations at the end of March, 1964, a total of approximately 6,000 such units has been put into service by the oil companies in Western Germany by the end of 1966. B.P., with some 30 per cent or so of this equipment, has completed around 11,500,000 tank fillings to date, and has had only two incidents reported involving a fire".

The first case was that of a taxi-driver who decided to smoke while filling the balance of his delivery into a canister, and set the contents alight. The second case concerned an escaped maniac who, having inserted some coins into the Munz unit, sprayed the forecourt area with the product and ignited it. In neither case were the individuals harmed and the only damage to the premises or equipment was some charring of the outside of the hoses. These were subsequently tested for tightness and were shown to be leak-proof, but were changed for sake of appearances. The quantity of product spilled was, in both incidents, only a few litres and there was no action required by the fire services, but they appeared on the scene in each case.

Before leaving Germany the British party were able to witness the operation of unattended self-service petrol stations in Hamburg at night. Whether they were convinced sufficiently as to its safety in operation remains to be seen.

Council Meeting

Present

E. V. Beeby, Esq. (Chairman) with Messrs. J. Beer, R. L. Bloor, G. N. Dean, J. W. Hewison, R. P. Holdaway, T. Kerr, C. T. Peacock, R. E. J. Roden, B. W. C. Thacker and the Hon. Secretary.

An Official Welcome to Shrewsbury was expressed by the Town Clerk, N. R. Cave, Esq. In the course of his remarks, Mr. Cave stressed the value and usefulness of the Association and the opportunity provided for the exchange of views.

Apologies

The Hon. Secretary reported apologies from Messrs. R. E. Dust, H. Griffiths and C. R. Peskett.

Minutes of the Previous Meeting

These were confirmed.

Matters Arising

Investment of Funds

The Hon. Secretary was instructed to invest £500 for a period of five years with the Dudley Corporation.

Mr. Beer suggested it might be desirable at a later date to open a Deposit Account. It was agreed that this should be discussed at the next meeting of the Council.

In view of the favourable financial position of the Association, Mr. Hall suggested that the scale of travelling allowances be amended from Second Class to First Class. Mr. Beer proposed and it was agreed that this should be considered by the appropriate Committee, to be reported back to the Council.

Honorary Secretary/Treasurer's Report

The Reports of the Hon. Secretary/Treasurer were approved. Mr. Beer proposed a vote of thanks to the Hon. Secretary for his services during the past year. This was unanimously agreed.

Editor's Report

The Editor again appealed for information to be sent to hm:i as early as possible, particularly from Branch Secretaries. He produced a bound copy of two volumes of The Bulletin and suggested that a copy be shown at the Annual General Meeting.

Multi-Storey Car Parks Committee

The Car Parks Sub-Committee had drawn up a recommended Code of Practice for Multi-Storey Car Parks and Mr,. Hall explained that it now embodied requirements which applied to either underground or multi-storey car parks.

Mr. J:fewison produced a number of points which were dealt with by Mr. Hall.

Reference and Legal Committee

Mr. Roden reported on the answers to queries from members. The Hon. Secretary read letters of thanks from members who had submitted the queries.

Branch Meetings

Messrs. Harvey and Hewison reported briefly on the last Meetings of the West Midlands and South Eastern Branches respectively.

Date of Next Meeting

Mr. Beer said the next meeting could be held at Worcester. In the absence of the Vice-Chairman, the matter was left with the Hon. Secretary to arrange with Mr. Peskett.

Branch Boundaries

Mr. Hall reported on the discussions which had taken place and it was agreed that it was not yet opportune for the present boundaries to be altered and that this should be reviewed again when further branches had been formed.

Correspondence-Proposed Scottish Branch

A letter was read in which the assistance of the Council was sought to provide a speaker. The Council agreed that Mr. J. Beer or Mr. J. Sharp be requested to provide a talk and that the Chairman-Elect, Mr. C. R. Peskett, be asked to attend.

The help of the Council was asked in supplying a speaker for the next meeting of the East Midlands Branch. It was suggested that Mr. J. Beer or Mr. C. McDonald-Solicitor for Solihull C.B., or Mr. J. Sharp be asked to attend this meeting according to who was available.

Mid-\Veek School

The Hon. Secretary read a letter from the Warden of the Attingham Park Adult College, asking if the Association would guarantee 50 places at 20/-. The previous guarantee was 50 places at 10/-. The Council agreed.

Any other business

The Hon. Secretary asked the Council to consider some recognition for the outstanding services to the Association given by the Editor and a suitable honorarium was suggested. It was agreed that this should be put on the Agenda for consideration at the A.G.M .. which was to be held at the Civil Defence Headquarters, Solihull, on Tuesday, 18th April, 1967.

Mr. Hall proposed a vote of thanks to the Town Clerk and to Mr. Holdaway and his staff for the facilities and hospitality provided.

Report of a Meeting of the Council of the Association held at Shrewsbury, on Tuesday, 7th March, 1967

Branch Meetings

West Midland

The Annual General Meeting of the Branch was held at the Guildhall, Stafford, on Tuesday, l 7th January, 1967.

In the morning by invitation of the Directors, a number of petroleum officers visited the works of Messrs. Evode Ltd., manufacturers of adhesive and other petroleum mixtures. This visit proved to be of considerable interest. Thanks were expressed to those responsible for arranging the visit.

After lunch members met at the Guildhall where an official welcome was given by His Worshipful the Mayor, Councillor S. H. Robinson, who expressed his pleasure at meeting delegates and spoke of the value of the work of petroleum officers in preventing serious fire hazards at petroleum installations.

Present were the Chairman, Mr. J. S. Forman, and 35 members.

Minutes

The Minutes of the meeting held at Walsall on Thursday, 16th June, 1966, were read and approved.

Secretary's Report

The report of the Secretary and presentation of the balance sheet was accepted. Thanks were expressed to the Hon. Secretary for the work he had done.

Adoption of Branch Rules

A copy of the Model Branch Rules as suggested by the National Council which had been forwarded with the notice of the Minutes, was considered and accepted.

Election of Officers and Committee

The following were elected:

Chairman: K. C. Hughes, Stafford.

Vice-Chairman: R. E. J. Roden, Birmingham.

Hon. Secretary/Treasurer: G. H. Harvey, Dudley.

Hon. Auditor: T. J. Metcalfe, Warley.

Committee Members: G. Balshaw, Shrewsbury. 0. D. Gates, Aberdare. T. H. Keith, Cannock U.D.C.

Mr. G. H. Harvey, Hon. Secretary, was appointed representative on the National Council of the Association.

Multi-storey Car Parks

Mr. D. Hall, !'Jewcastle-under-Lyme, and Chairman of the at present formulating a code of practice relatmg to multi-storey car parks gave a brief talk on this subject. '

Tea was provided by the kindness of the Mayor, and a vote of was proposed to the Mayor and Stafford Corporation for theJr hospitality and to Mr. Hughes for the arrangements made.

South Eastern

The Annual General Meeting of the South Eastern Branch was held at the Council Chamber, Bridge Street, Godalming, on Wednesday, 22nd February, 1967.

Present

Mr. F. L. Barker (Esher) in the Chair, and 46 members.

Apologies

Apologies for absence were received from nine members.

Minutes

The minutes of the last meeting held on Wednesday, 2nd November, 1966, at Reigate having already been circulated were confirmed and signed as a correct record.

Matters Arising

(a) Latched Nozzles for Petrol Pumps. Following the discussion at the last meeting on the acceptance of certain latched nozzles, members were reminded that Home Office Circular No. 4/1967 had been received which amended the Model Code dealing with Petrol Filling Stations to provide for the use, subject to suitable safeguards, of latched automatic cut-off nozzles at attended Petrol Filling Stations. The Circular gave detailed amendment of para- graph 14(m) of the present Model Code.

(b) "Sf ix". The previous meeting had received a talk and demonstration of the product "Slix" produced by the Penetone Co. Ltd. Mr. D. Taunton (Guildford) gave members a brief resume of a recent experience in his area where this product had been promptly and successfully used to deal with a severe oil spillage on the public highway.

Election of Officers

The following Officers having been duly proposed and seconded were elected to serve the Branch in the ensuing year:

Chairman: Mr. J. R. Domoney (G.L.C.)

Vice-Chairman: Mr. F. A. Smith (Worthing)

Honorary Secretary: Mr. C. R. Peskett was unable to carry on the Secretaryship and it was left for the Branch Committee to elect a new Secretary.

Honorary Treasurer: Mr. J. Hay (Hambledon)

Auditor: Mr. D. Taunton (Guildford)

Branch Committee: Mr. J. W. Hewison (Havant and Waterloo)

Mr. J. Steel (Crawley)

Mr. C. R. Peskett (Godalming)

Mr. E. A. Williams (Sevenoaks)

Mr. H. C. Robinson (Surrey Fire Brigade)

Mr. A. Marsh.all, Sales Manager of Messrs. A very Hardoll, Ltd. was mtroduced to the meeting by the Chairman, Mr. F._L. Mr. Marshall addressed members d1sp_ensmg equipment", giving a full resume of d1spensmg eqmpment from the early electrical pumps in the 1 to the present trends involving latched nozzles, blendmg pumps, self-service, etc. Mr. Marshall enlarged on the previous reference to latched nozzles and stated th!lt _any latching on self-service nozzles would be almost Details of s_everal of the latest types of nozzles m current use were given. As to blending pumps these were being used in q1.1ite considerable numbers, but there some doubt as to whether or not the British motorist will come to accept these universally.

On self-service, Mr. Marshall outlined the accepted methods of pre-payment or post-payment self-service. Although there were one two sites operating on an unattended pre-payment basis were largely experimental and unattended self-service had yet to receive general official approval. It was felt that the note acceptor system had a good future and of the two systems electromechanical or electronic, it was felt that the system was more reliable (although more expensive) and more readily adaptable for development and could be us.ed for computering, g:iving a printed record of all operat10ns. self-service systems incorporate an intersystem J;>etween the customer and the person charge of the k10sk; the criticism of this system was that 1t tended to concentrate attention on one motorist where3:s. the whole forecourt should be under constant superv1s1on.

The meeting was invited to address questions to Mr. and a l_ively series of and answer ensued. Ith tu;ne runmng on the Chairman was forced to bring the session to a close and Mr. E. A. Williams (Sevenoaks) proposed on behalf of the Branch a vote of thanks to A. Marshall for his talk, which had provided such a ively and useful discussion.

b The Secretary reported on a recent successful visit made Y0members on a visit to a pump manufacturer's factory m ecember.

Future Programme

proposed to hold a discussion at the next meeting Tank Wagon Inspection and the Conveyance egu and it was hoped to arrange for an early sumi:ner visit to the works of the Southern Cleansing Ltd. at Southampton to see a demonstration of degassing, and other services carried out by this ompany.

Branch Committee Meeting

C The _Secretary reported on a meeting of the Branch

C omm!ttee held on the I Ith January, 1967, when the B discussed future venues and programmes for . ranc" Meetings and discussed the proposed draft conditwns 1 <;>r Underground and Multi-Storey Car Parks. The had been asked to nominate representatives to a special presentation of Unattended Self-Service Y · · Ltd. in Germany and the Secretary was asked to names of Branch representatives and Fire Officers m t e area who may be invited to attend.

Tees-Side

The General Meeting of the Branch was held at Fire Brigade Hedqauarters, Park Road South, Middlesbrough, on Wednesday, 15th March, 1967.

Present were the Chairman, Mr. H. Johnson, Middlesbrough, and 24 members.

The Chairman opened the meeting by extending a welcome to new members and introducing Mr. R. P. Holdaway, the Editor of The Bulletin.

Apology for Absence

An apology for absence was submitted from Inspector Mitchell, Middlesbrough Police.

Minutes of Previous Meeting

The minutes of the meeting held on 2nd June, 1966, were accepted as a true record.

Drainage systems for filling station forecourts

(i) Mr. Brunner (West Hartlepool C.B.) raised the question of the use of pitch fibre pipes on filling station forecourts as opposed to glazed stoneware pipes, and related his recent experience on the matter. No other members had experienced the use of pitch fibre pipes for this purpose, nor had the manufactures bee?- able to Mr. Brunner of any filling stations already mstalled with them. Members felt that installation might be cheaper and the pipes more flexible, but they were about their solubility by petrol and agreed that a mm1mum life of twenty years was essential.

It was agreed that a _be sent t? the. editor of The Bulletin for possible pubhcat10n to brmg views from Association's other members. It was also agreed that this point be raised at the next meeting of the Council of the Association.

(ii) Questions were asked about the construction and examination of interceptors on forecourts

It was agreed that there was no particular preference of either engineering brick or rendered construction, but the question of their periodic examination as a condition of licence should be taken up with the Council of the Association.

Latched Nozzles

The Secretary referred to a letter from the Home Office dated 12th January, 1967, amending the Model Code dealing with petrol filling stations to allow use of latched automatic cut-off nozzles with adequate safeguards at attended petrol filling stations. In the light of this letter, members accepted that their use would now have to be allowed if they were of the right type.

Mr. Riley (Stockton M.B.) had received details of the Z.V.A. type of latched nozzle from the distributors, "Permex" Petroleum Specialities and Consultants Limited. explaining its four main safeguards. However, a further Jetter from the distributors was needed to fully explain the safety cut out and it was agreed that a copy of this letter be circulated to each member.

Secretary's Report

The Secretary reported on his recent visit to West Germany to look at unattended self-service petrol filling stations and made the following points:

(i) The use of note-accepting dispensers instead of coin-accepting dispensers would virtually cut out vandalism.

(ii) As the machines in Germany only issue about £9 of petrol in any one night, the risk of thieves breaking in was greatly reduced.

(iii) Fire equipment is left out all night and is not interfered with.

(iv) (v)

The German retailers had found that insurance premiums were far higher than the cost of any damage to installations and had decided that insurance was unnecessary.

In Germany such stations were situated in built-up areas near to houses and industrial buildings. The particular station visited was about 20 feet from the road.

(vi) He was told that generally motorists using the stations put out cigarettes and switched off their engines whilst operating the dispensers.

The Secretary was now more convinced that this type of installation was adequately safeguarded. He pointed out that about 25 petroleum authorities in the U .K. had already agreed to such installations, although initially, these had been for trial periods.

It was agreed that the views of these petroleum authorities be sought.

The members also agreed, after discussion, on the matter that although they were not now so much against self-service petrol filling stations, they would await a Home Office directive before taking any decision on the matter.

The Secretary reported on the items discussed at the meeting of the Council of the Association held at Shrewsbury on the 7th March, 1967, and in particular:

(i) The Association's financial position.

(ii) A Model Code for Car Parks.

(iii) Branch boundaries.

(iv) The next annual general meeting scheduled to be held at Solihull on the 18th April, 1967.

The Secretary stated that although there had been forms available for the nomination of officers, very few had been received and it was hoped that more would be received in future.

Election of Chairman and Secretary

It was unanimously agreed that Mr. H. Johnson (Middlesbrough C.B.) and Assistant Divisional Officer B. W. Thacker (Middlesbrough Fire Brigade) be chairman and secretary respectively, for the ensuing year.

Mr. R. P. Holdaway, editor of The Bulletin, then gave a short address on the formation of the Association in 1958 and its development since that date.

Mr. Parkin (Tees and Hartlepool Port Authority) hoped that they, as a Port Authority, could ask for guidance from the Association and from other Authority members.

Mr. Holdaway promised to bear this in mind, particularly in respect of articles in The Bulletin.

The meeting was closed with the Chairman thanking Mr. Holdaway for his talk.