The Bulletin – August 1988

Journal of the Association for Petroleum and Explosives Administration

*

NITROGEN INERT FOAM, FOR UNPARALLELED SAFETY ON THE FORECOURT AND IN INDUSTRY

Nitrogen Foam lnerting during periods of forecourt shutdown or Forecourt "Mothballing"

* Nitrogen Inert Foam inerting for MANHOLE REMOVAL prior to slurry filling. The pouring of the slurry is unaffected by the foam and the vessel remains totally safe and inert throughout the operation, the inert and bio-degradable foam being broken back down.

* Nitrogen Inert Foam inerting for MANHOLE MODIFICATIONS with product in situe.

* Nitrogen Inert Foam inerting PRIOR TO EXCAVATION including inert foam blanket of area when spirit contamination of ground is suspected. Inert foam filled vessels are unaffected by 'pecker' perforation of the vessel, and any residual spirit does not flow out of these or other area's of porosity as with water fill during excavation, should this take place, but remains totally protected and secure in the bottom of the vessel. During lifting the void is quickly foam inerted so as to render safe any possible leakage from the bottoms of vessels. The Nitrogen Foam filled vessel then be simply loaded for safe transport to the Demolition site or cut by hot or cold methods in s1tue.

* * Nitrogen Foam filling for safe TRANSPORTATION of excavated vessels by road.

Nitrogen Foam filling for SAFE INERTING of road, rail or air transport.

* Nitrogen Inert Foam makes a superb 'VAPOUR PLUG' in pipework and allows 100% safe hot or cold methods of work procedures in very close proximity to hazardous products.

* Nitrogen Inert Foam for the simple removal of Vessel BU_LKJ:IEADS. both foam filled, engineers wearing approved equipment can quite simply work in good v1sab11lty within the foam and cut the partition in complete safety.

* Nitrogen Inert Foam, the 1003 safe way of Vessel In situ_ations of he.avy residual contamination, this procedure can cut days of hand or conventional cleanin.g methohd by allowing safe entry to be made through the sides of large storage vessels resulting mec access for removal of residues under 'open' safety conditions. On heavy 011 Storage for examp e.

During inerting 100% safety is assured by the constant supply of foam _at the aperture !he v1s1ble venting of the foam from the outlet aperture. This ens.ures a slight pressure within vessels and the removal of all primary foam contamination, prior to and during hot or cold work procedures.

GAS FREEING using Inert Foam or other Nitrogen purging techniques.

LEAK TESTING by Helium trace and all modern techniques.

HOT WORK modification and repairs to Lloyds I A.S.M.E.

BOTTOMING cleaning Remo I SI F'll" , va , urry 1 mg. MOTHBALLING.

FILLED RESIN or glass reinforced spirit or solvent resistant linings, engineered to Lloyds Inspectorate of Shipping approval. '

ULTRASONIC TESTING of Underground Vessels under totally inert or Water filled conditions.

* GRIT ABRASION to S.A.3, under totally inert constant purge situations, using "NITROBRADE"@ equipment.

*** N<?TE. The gasification of a foam compound with inert gas is a patented process and operated licence from Nowsco Well Services (UK) Ltd. by the above Company. To_ give wide ARE CONSIDERED and Companies I Firms interested tn _inexpensive process from their own vans in their own geographical areas should enquire, m writing only, to:-

Talking Point

Once again the pages of this journal tell of problems the Industry and the general public face with over fills and spillage at filling stations during road tanker delivery. The H.S.E state they are aware of such incidents but have no records of them.

U.K. Petroleum Industry Association have approached the APEA and H.S.E with a v_iew to rationalising road tanker deliveries and excludmg the licensee from the delivery procedure.

The APEA has long fought f?r safer to prevent overfills and will be entermg these d1scuss10ns with public safety very much in mind. SOUTHERN BRANCH

MIDLAND BRANCH Derek Hopkins Warwickshire County Council.

MAN BADLY BURNT IN ''BLOW BACK" AT FILLING STATION

A member of the public was badly burnt following a blow back from automatic nozzle that did not operate at a Shell Travellers Check site. Some concern was expressed by the petroleum officer that a series of complaints about the nozzles had been made by members of the public prior to the incident. Early tests revealed that the nozzles should operate correctly, it was felt that excess pressure on the Multi Product Dispensers may have prevented the cut off from activating. Another possible explanation is the habit of customers to draw out the nozzle to fill to the brim. Investigations into the pump pressure and nozzle cut outs are continuing. The site was closed for a period during the investigations.

LPG FIRES INCREASE

According to the Home Office's recently published "_Fire Stastistics 1986" dangerous substances the fire or the way in which it was fought in 961firesm1986 six per cent up on the 904 incidents reported in 1985

This follows a sharp drop in such fires from 2,194 m 1978 to 1,260, and a more gradual fall between 1980 and 1985. As in previous years, the substance m?st commonly involved was Liquified Petroleum Gas, which accounted for 38 per cent of the total in 1986.

"Fire Statistics 1986" (£4.50) are obtainable from: Home Office Statistical Department, Room 1834, Lunar house, 40 Wellesley Road, Croydon, Surrey CRO 9YD.

NICEIC INSPECTION CERTIFICATES

The introduction of numbered Completion Certificates in 1984 has been so successful in sustaining the integrity of the Council and the reputation of NICEIC Approved Contractors that it has been decided to extend the principle to NICEIC Inspection Certificates often used, for example, in statutory hcensmg applications.

With effect from lst February 1988, all pads of NICEIC Inspection Certificates purchased by Contractors will be serially numbered in pairs. This will enable the contractor to retain a copy certificate passed to client (should he require more than copy, a certified photocopy may be retained for his records). The_ number is preceded by the sentence "This certified is not valid if the number has been defaced or altered".

NICEIC Head Office will maintain a record, by serial numbers, of contractors to whom pads are sold. The new pads cost £7.60 inclusive of P & P.

With effects from lst October 1988, NICEIC will require an Approved Contrator to use numbered Inspection Certificates only. They will be pleased to replace unused pads of unnumbered Inspection with new numbered Inspection Certificates with new numbered pads for a nominal charge of £3.

It is clearly in their interest for specifiers and clients to msist upon numbered Completion and Inspection Certificates. Moreover, they should not accept photocopies of either.

NEW FACILITY OFFERED TO CLIENTS OF ELECTRICAL EQUIPMENT CERTIFICATION SERVICE

The Health and Safety Executive's Electrical Equipment Certification Service, the national certification body for electrical equipment for use in explosive atmospheres, is opening its job progress system to its clients. Itis felt that an open system to enable checks on the status and progress of an application will help both EECS and the clients to ensure there are no delays in certification procedures.

A computer-based management information system has been developed which has enabled EECS to improve its delivery performance on certificatiion and the benefits of the system are now available on subsciption to inividual clients in the form of a quarterly report detailing the progress of each job.

During a pilot trail of the system, the job progress statement was found to be particularly useful to the senior management of client companies. In some cases they were able to identify bottlenecks in their own company which were affecting the progress of certification.

The quarterly job progress service can be obtained for an annual subsription of £10. Applications forms are available from:

Mrs S A Booth, Health and Safety Executive, EECS,

MAN DIES IN PETROL FIRE

On 25 May a fatal accident occurred while a man was working on his car in the integral garage of his home at Bexleyheath in South London.

Mr R Wootton was working on his Ford Cortina. He had the battery on charge, and was working on the fuel system. He had drained some petrol into a bowl and was manually operating the vehicle's petrol pump. Petrol squirted over his clothes, he then dropped the pump. The pump is thought to have hit the battery, knocking the connections from the charger causing a spark which ignited the petrol.

Mr Wootton's clothing caught fire, and as he ran from the garage he knocked over the bowl of petrol, adding to the inferno. The garage and vehicle were badly damaged by fire. Mr Wootton's daughter was burnt as she came to his aid, and Mr Wootton died later from his injuries.

Oil Companies co-operate with Fire Chief over use of Combustible Materials in the construction of Petrol Filling Stations

positive of the oil industry in and takmg rapid action to remedy, the situation made my task much easier" said the Chief Officer of London Brigade referring to 111 t?e of a fire at a public selfservrce fillmg station 111 the Ilford area which was the subject of an article in the February 1988 edition of The Bulletin

There was consternation at the rapid spread of the fire along th.e underside of the forecourt canopy. revealed that the six ring droppers and associated fixtures were made of a combustible material (ICI ' Perspex PR') on extruded acrylic. As a consequence molten globule streams of plastic desce'.1ded <?nto the. forecourt creating pools of molten matenal which to burn vigorously. The results were a senes of dramatic photographs taken by Mr Chve Simpson , a freelance press photographer who was on hand as the in.cident developed.

Once the cause of the fire-spread had been identified the Chief Officer of the London Fire Brigad e , Mr G D Clarkson, wrote to the Managing Directors of all the oil companies operating filling stations in the Greater Londo.n area seeking their assistance in identifying and removmg any components of the canopies and forecourt equipment manufactured from ex trud ed acrylic o r lik e substances.

In the event only two compames 0 1 1 ho . . 1 0 the company w faced major d1ffrcu ties. ne, h . ·dent occurred operated the Ilford site where t e mc1 [fending (Mobil) acted expeditiously the .o G eater materials from all of the sites which it operates m r

· (M b'l Q'l and Shell)

company (Shell) have the .t f the pr·oblem and the potential consequences grav1 y o . f d. t ·· I for ublic safety and are removmg the o.f en mg ma e1. ia fro! existing canopies and pumps (1.e the around the pump islands) they are changmg the materials used in the design of new canopies and associated equipment.

One company (Kuwait Oil) disputed that the u se of extruded acrylic constituted th e. degr ee of risk to publtc safety which the London Fire Brigade mamtam e d. It also qu e ri e d the basis upon which th e Bri ga d e had mt e rv e n ed in the matt e r Mr Clarkson had to advise th e company. in un e quivocal terms, as to th e powers and re spo nsibiliti es vest e d in the London Fire and C ivil D e fe nce Authority (LFCDA) as the p e troleum lic e ncing authority for Greater London , und e r th e pro visio ns of th e Petrol e um (Consolidation) Act 1928. Further, as delay was unt e nable in th e prevailing circumstances. instructions were is sued to the officers of th e A uth o rit y's Petroleum In specto rat e to vis it a ll of the co mpan y's G r eater London sit es to determine the extent to w hich extruded

acrylic had been utilised in the fore-court construction. The reports made by the inspecting officers were used as the basis for determining the remedial action necessary to eliminate the risk.

Discussions have been held with both individual oil companies , the primary suppliers of plastic matetials used in fore-court construction and the Institute of Petroleum. The high level of risk associated with the use of combustible material in this context has been accepted and in the future, only materials with a lower level of flame spread together with non-conbustable materials , approved by the Authority , will be used for these purposes.

The Health and Saftey Executive (HSE) is planning to issue a new code of Practice on the Principles of the Design, Construction and Operation of Petrol Filling Stations. Following the Ilford incident and its aftermath the LFCDA in association with industry have prepared a code for canopy construction and the use ?f cladding in the design of petrol filling stations which has submitted to the HSE with a strong recommendation that it be incorporated into the new of Practice. Details of the LFCDA proposals are given below :

1 All canopy structures to be !1on-conbustable , as defined in the Building Regulations 1985, Approved Document B.

2 All cladding to confirm to BS 476 (1987) Part 7. certified as having a minimum standard of Class 1 surface of flame. Some relaxation to this standard may be acceptable subject to the following guidelines.

i) Under canopy lighting units not exceeding 10% of the canopy area and placed to prevent flame spread from one to another be installed the minimum standard of the hght defuser shall confirm to BS 476 (1987) Part 7 certified as having a class 3 spread of flame.

ii) Canopy facias may also be a minimum standard to confirm to BS 476 Part 7 certified as having a class 3 surface spread of flame. However, all plastic/ acrylic materials should have their edges protected with steel or aluminium.

3 Lighting Boxes Over Pumps

Provided the light boxes are small, isolated from the dispenser and designed to prevent flame spread from one to another (i.e. not continous). They shall conform to BS 476 (1987) Part 7 as having a class 3 surface spread of flame. Any exposed edges shall be protected by steel or aluminium.

4 Pump and Stanchion Cladding

When the design of the site is such that stanchion cladding and pump cladding are part of or close to the petrol dispenser, all such cladding shall conform to BS 476 (1987) Part 7 certified as having a minimum standard of Class 2 surface spread of flame.

5 Pole and Price Signs

These signs to be designed to stand apart from the can<?J?Y and conform to BS 476 (1987) Part 7 cert1f1ed as hav1!1g a_class 3 surface spread of flame. If sign 1s close a road tanker stand , consideration should be given to increasing this standard.

Note

The additi_on of plastic_ advertising stickers or transfers to will almost certainly make the pumps more readily and will not comply with spread of flame reqwrements laid down by the Bnt1sh Standard on Petrol/Dispensers.

The Burning Characteristics of "Perspex" Acrylic Sheet

M. Cass ICI Chemicals & Polymers Ltd. Acrylics Business - Darwin.

INTRODUCTION

In the No.1 Edition of Volume 26 of "The Bulletin", an article described a fire at a petrol filling station in Ilford and the article referred to certain 'Perspex' components used in the canopy construction. This short article is intended to describe the differences between the two grades of 'Perspex' acylic sheet used in the building industry and the different burning charateristics of each material.

'Perspex' is the trade name for acrylic sheet products manufactured in the UK by ICI Chemicals Limited. There are two basic types of 'Perspex' acrylic sheet , the original cell case version, which has been manufactured for over 50 years, and the more recently introduced extruded version, available in the UK since 1979. These products are identified as standard cell cast 'Perspex' and 'Perspex tx' extruded acrylic sheet. Cell cast 'Perspex' is best known from the many clear glazing applications which developed during wartime for aircraft cockpit glazing, the famous Spitfire bubble canopy perhaps being the most well-known. Later post-war applications included lighting diffusers, corrugated roofing panels and coloured illuminated signs. Extruded 'Perspex' is a cheaper alternative for the less critical applications. Cast 'Perspex' has superior physical properties, and the burnmg behaviour of both types of materials is quite different. In order to illustrate the differences in burning behaviour between cast and extruded 'Perspex', a brief summary of the relevant British Standard Fire Tests is appropriate at this stage.

FIRE PROPERTIES

The use of flammable materials in buildings in the UK 1s closely controlled by statute. Tests to determine the burning charateristics of a material. fall into two categories:

1 Those which determine the burning behaviour of the material

TEST

BS2782 Part 5 Method508A (1970) (AMD1524)

BS476 Part4

BS476 Part 7 (1971)

BS476 Part8

DESCRITION OF TEST

Rate of Burning test (3min)

Non-combustibility test for materials

Material surface spread of flame

Fire resistance of elements of construction

2 Those which determine the burning behaviour of a structural element manufactured from the material under conditions simulating a real fire.

FLAMMABILITY TESTS ON MATERIALS

British Standards BS2782: 1970 "Methods of Plastics Part 5 Method 508" contains a number of m this category. Method 508A "Rate of Burnmg (Laboratory Method)" is the more w1dley. quoted method of the American Society for Testmg and Materials ASTMD635-74 of Supporting Plastics". Materials are accordmg to the extent of burning and the burnmg rate is measured when applicable.

. . .

Another test is BS476 "Fire Test in Bmldmg Matenals and Structures Part 4 Non Combustibility Test."· A.II plastics materials are classified as combustable m this

Part 7 1971 "Surface Spread of Flame Test for Materials" determines the rate of spread acror a material and classifies materials from Class 1 for sur of very low flame spread to Class 4 for those of flame spread. This is assessment of flammabihty m the 1 Regulations.

FLAMMABILITY ON STRUCTURAL ELEMENTS

BS476 Part 8 and There are two tests m this category lassifies the BS476 Part 3 1958. The first of and fire resistance of an ofbm because is not relevant to acryhc sheelt ppt ofconstrution in . . ed as an e emen acryhc sheet is never us f r as it relates to a building. The second resistance of "Perspex" acrylic sheet, t . . the UK the use II b ·1d· apphcat10ns m roof lights. In a m mg. 1 1 controlled within the of 'Perspex' acrylic sheet is cl o.se y The following table . . h B 'ld'ng Regu at1ons. hm1ts oft e ui 1 ies of ·Perspex' cast and gives details of the f1dre p1op,.e1 according to the ·p rs ex tx' extrude acry ic British Standard Fire tests.

SMOKE EVOLUTION

When ignited , 'Perspex' will burn with a clean flam e, producing only small amounts of smoke. Combustion products , given a free supply of air , are carbon dioxide and water. Unlike most plastics materials , ' Perspex ' acrylic sheet does not produce large volumes of dense, toxic smoke on combustion.

BURNING DROPLETS

Due to the more thermoplastic nature of ' Perspex tx ' extruded sheet, this material will melt in a fire to produce burning droplets. Cast ' Perspex ' is more thermoplastic and will tend to deform and collapse rather than melt in a fire.

The material which was involved in the petrol filling station fire was 'Perspex tx' extruded acrylic sheet, i.e. a Class 4 material to BS476 7 (1971)

APPLICATIONS FOR CAST 'PERSPEX' IN BUILDING

Small quantities of ' P ers pex are used for roof lighting within the restrictions imposed by the Building Regulations. Cast acrylic sheet remains the best of all plastic sheet materials for outdoor weathering and does not discolour , embrittle , nor lose its transparency with age. This su perior outdoor weathering performance where rooflights are required to last for 20 or 30 years, ensures a continuing d emand for ' Perspex' as roof lights in many public buildings. Because ' Perspex ' is a recognised safe ty glazing material , m a ny applications exist in schools and colleges , for example , for ' Perspex' as low leve l glazing where the reduce d risk of serio us injury is recognised by architects as an important contribution to safety in buildings. The major mark et for ' Perspex' in building applications is as coloured, lighttransmitting sign fascias a nd letters.

No other building material can compare with ac_ry lic sheet in its capacity to produce a limitl ess range of hghttransmitting coloured sheets that will withstand many years of outdoor exposure without loss of surface glos s or colour. It is because of this superb o utdoor weathenng performance , co upl ed with strengh , rigidity , capability and design potential that arc hitects , _designers and specifiers continu e to regard cell cast acrylic sheet as being the id ea l material for illuminat ed signs.

Petroleum Laws Broken by Licensee, Attendant and Tanker Driver at Wiltshire Garage

Chief Fire Officer, John Craig reports-

Fines totalling £675, plus costs of £574, were imposed on the owner of a filling station where three contraventions attached to a petroleum spirit licence occurred and six contraventions of the Tank Container Regulations were contravened.

Fines totalling £100, plus costs of £354, were imposed on the Tanker Driver for two contraventions of the Tank Container Regulations.

The case started on 26th November 1987 when Wiltshire Fire Brigade Control received a call from the District Council stating there had been a spillage of petrol at Seagers Coaches Ltd, Audley Road, Chippenham, Wiltshire.

One appliance attended the incident and on arrival the officer in charge found petrol had been spilt on the forecourt of the garage, flowed across the public pavement and onto the public highway. A quantity of petrol had also entered the brook adjacent to the premises via surface drains from the highway resulting in the death of a number offish. It was established later that approximately 240 gallons( 1100 Ii tres) of petrol had been lost.

The spillage occurred due to petrol being delivered mto an offset fill pipe, leading to a diesel tank, which had disconected. The driver, being unsupervised by the hcensee, connected to the wrong offset fill pipe.

LACK OF SUPERVISION

As Assistant Divisional Officer from Brigade Headquarters was ordered onto investigate the incident.

On arrival he found there had been numerous contraventions of the conditions of licence and of the conveyancing regulations.

The owner of the business, who was in charge of the delivery, was cautioned.

When interviewed the owner admitted that he was "round the back" of the premises and could not see the storage tank whilst the delivery was taking place, the delivery being left in charge of the driver of the road tanker. This was an offence (Tank Container Regulations).

The tanker driver, who had left the site before the Brigade arrived, was interviewed under caution at a later He least part of the time during the dehvery, he was s1ttmg m the cab of the vehicle and could not see the carrying tank. This was an offence (Tank Container Regulations).

The delivery certificate was completed after the delivery had taken place. The details on the certificate were incorrect in that no tank number was shown and the quantity of petrol received was shown in the wrong column. These were offences for both parties (Tank Container Regulations).

Petrol entered the brook adjacent to the site via the surface drains. The Water Authority attended the incident and took formal samples, but did not pursue the matter further.

Failure to prevent petrol escaping from the licensed premises was an offence (Conditions of Licence).

DANGER OF OVERFILLING

Following the incident a full inspection of the site was carried out.

The hydrostatic gauge had been removed carrying out alterations to the site and it was established there was no way the contents of the petrol storage.tank could be established accurately prior to the taking place. This was an of_fence Regulations) The licensee rehed on a runnmg logh. · 1 d as added to t e The quantity of petrol de !Vere w k quantity which was thought to be left in the ta:t and as petrol was delivered into t shown on the pump recorder was deducte ro to give the quantity left in the storage tank.

ff t fll point was found During the inspection the o se I b s that with . h h ame num er a not to be marked wit t e s . an offence (Tank which the tank was marked This was Container Regulations).

hi Inflammable No A "Petroleum Spint H1g Y. was m1·ssing from . E · e" notice Smoking Switch Off ngm f lean dry sand were not the forecourt and two toh c conditions of licence. 'd d . cordance wit 1 e prov1 e m ac 'tt din respect of each defect An offence had been comm1 e (Conditions of Licence)·

PROCEEDINGS

We re served on three accused. the Eleven summonses essence of which were as follows:-. A d Seagers Coaches Ltd (Licensee).

ccuse -' 1 j' t" th, Count l Failing to ensure the pipe cal mg wm t Count 2

Count J

petroleum spirit storage tank :-vas marked on or near the filling pomt with the same number as that which the tank was marked.

Failing to display a warning notice "Pctwleum Spirit Highly Flamable No Smoking- Switch Off Engine". to Section Petroleum Consolidation Act.

Failing to supply two buckets of dean dn sand. Contran to Scl'tilHl PL'twkum

Count 4 Failing to take due precaution to prevent escape of petroleum spirt from the licensed premises. Contrary to Section 1(3) Petroleum Consolidation Act.

Accused -J .H.A.Seager (person in charge of the storage tank)

Count 1 Permiting delivery of petroleum spirit into the tank without immediately before the delivery was begun testing the tank with a dipstick or other suitable device to show the quantity of petroleum spirit could be recieved by the tank.

Count 2 Permitting delivery to begin without first taking all reasonable steps to secure that the connecting hose was properly and securely connected to the storage tank.

Count 3 Failing to sign his name on the delivery certificate without first complying with subparagraph (a) (b) and ( c) of paragraph 6 of the regulations.

Count 4 Failing to keep a constant watch on the storage tank during the delivery.

Count 5 Failing to give a copy of the delivery certificate on which entries had been made in accordance with the regulations to the person attending the vehicle.

Accused Mr R J.Llewellyn of Orion Oils Ltd. , A vonmouth , Bristol , (tanker driver)

C ount 1 B eginning delivery before the person in charge of th e storage t a nk had signed his name on e ach of the t w o copies of the delivery certifica t e in accordance with th e regul ations .

C ou nt 2 F ailing to keep co nst a nt watch on th e ca rr yin g ta n k fr o m w hich th e petroleum spirit was de li ve r e d d ur ing t h e whole tim e of d e li ve r y

O t h er tha n w h e r e sp e cified o ffence s were in contraventio n of R eg ul ati o n 20 of , and Sche dul e 4 o f , th e D ange ro u s S ub s ta n ce s ( C o n veya nce b y Roa d in Roa d T ankers a nd T an k Co nta ine rs) Regu lati o ns 19 81

T he ca se was he a rd at C hippen ham Mag istrates C ourt o n 4th May 1988 A ll d e fe n dants plea d e d g ui lty res ul t in g in th e fo ll owi n g fi nes:

FINES

Seage r Co ac h es Lt d ( L ice n see)

Co unt 1 Co unt2 Co un t 3 Co unt4

£250 £25 £25 £ 100

J .H. A.Seage r (p e rso n in c harg e o f the storage t a n k)

Co unt 1 £25 Co unt 2 £ 100 Co unt 3 £2 5 C ount4 £ 100 Co unt 5 Fire Br igad e and pros ec u t io n cos ts award e d £5 74

R .I Lle we ll y n (ta nk er driv er ) Cou nt I ( 'o unt 2 h r B rigad e and pros · cu t1on c o s ts awa rd e d f3'i 4

£25 £5 0 £50

PROSECUTION

On 20th June, 1988, at Mildenhall Magistrate's Court, Suffolk, W.Ponsford and Sons pleaded Guilty to contravening a condition of their Petroleum Storage Licence, in that they altered the approved arrangements without the prior written consent of the licensing authority .

They were fined £500, and were also ordered to pay costs of £250.

The case resulted from an incident at the premises , when , during a delivery of petrol , vapour entered an illuminated fascia that had been erected within 1.5 metres of the tank vent pipes, part of the illuminated facia (which had been e rected b y others), was blown off , and the v apour issuing from the vent pipes caught fire.

Fortunately there were no injuries .

Massive Petrol Spillage in Cheltenham

The spillage of 6,625 litres of petrol at a Filling Station in Cheltenham on 19th May 1987 resulted in the Petroleum Licence holder Evenloft Ltd and a local resident, Keith Gardiner (who claimed no legal connection with the Filling Station) appearing at Cheltenham Magistrates Court in May and June 1988. Both Evenloft and Keith Gardiner faced four charges relating to breeches of Petroleum Licence Conditions and, except for one charge against the company , all were vigoursly contested.

Both defendants were convicted on two of the four charges. The Company was fined a total of £1,100 and ordered to pay costs of £2 ,000 and Keith Gardiner was fined £250 costs. The hearing lasted four and a half days

The prosecution results from the outflow of petrol from a disconnected offset fill-pipe at the time of a tanker delivery. It was established that a few weeks before the incident a contractor fractured the offset fill-pipe with a jack hammer whilst making some alterations to the pipework and to avoid disruption of the forecourt in the middle of a sales promotion the tank was converted to direct fill by removal of the elbow until the offset fill could be reinstated. The licensing authority was not told of the alteration.

On the day of the spillage a Mobil Tanker arrived when the only person on the site was a cashier/operator who had to ring Keith Gardiner for instructions.

On the basis of a telephone conversation she the petrol certificate and gave the driver keys mcludmg the one for the disconnected offset fill.

The driver connected and delivered over 6,625 Iitres of petrol into the open ended pipe until a customer raised the alarm when petrol was seen to be escaping around a manhole cover.

There was no competent person watching the connecting pipe and the cashier/operator said the tanker driver was in the office drinking coffee but he maintained he was standing by the tanker.

Police , Fire and Rescue, Water Board and Trading Standards were called to the site and the area was closed to vehicular traffic for half a day until it was declared safe. 1,400 litres of petrol were recovered from the interceptor and it was presumed about 5,225 litres soaked into the ground via a manhole that was badly pointed and rendered brick with rubble filled disused cellars below.

Keith Gardiner told the court he was not part of the Evenloft organisation and denied instructing the cashier/ operator or being on site at the time :v?en services and Trading Standards Officials arnved. m response to a 999 call. his with Even loft was to advise his brother, Clive Gardme1, who was a director starting a new filling The . . d h t've 1·n operation of the prosecution claime e was ac 1 company·

·a aainst Keith

It 1s mterestmg to note that the chaioes a,,, 1 h · "'7 f the Hea t Gardiner were brought under Section .J 0 1 and Safety at Work Act as being committed t : e . f d. . t manager sec1 etai Y consent of connivance o a 11 ec or, ' or other similar office of a body corporate or a pe1 son who was purporting to act in such capacit y

London Prosecutions

The London Fire and Civil Defence Authority is one of many petroleum licencing authorities who have responded to the increasing number of overfills and incidents during road tanker deliveries to public filling stations. Although numerous warning letters have been sent to offenders the following summary of court cases all resulting in contravention of section 20 of the Dangerous Substances (Conveyance by Road in Road Tankers and Tank Containers) Regulations 1981 and were taken against the person in charge of the storage tank for failing to carry out the duties laid down.

Date of Name and Address Decision Court of Offender Hearing

210ct87

270ct87

270ct87

280ct87

10Nov87

11 Nov87

11Nov87

11 Nov87

10Dec87

31 Mar87

31 Mar87

Mr Brian Smith

Mr Richard Roberts

Mr Robert Richard

Mr Alfred Brown

Mr Sinnathamby Siranathan

Mr Afriyie Darkwah

Mr S Kumaresan

Mr Donald Hart

Guilty, fined £200 costs £25

Guilty, fined £100 costs £30

Guilty, fined £200 costs £60

Guilty ,fined £250 costs £25

Guilty fined £600 costs £100

Guilty fined £450 costs £200

Guilty fined £25 costs £20

Guilty fined £50 7 costs £50

Mr Stelios Georgeious

Mr Omid Sharbafi

Mr Christopher Fehy

Guilty fined £150 costs £150

Guilty fined £100 costs £25

Guilty fined £100 costs £25

Disused Petrol Tank costs Farmer £1,000

A Buntingford farmer was fined £900 and ordered to pay £100 costs, by Hertford Magistrates, for ignoring safety warning over disused petrol tank.

Jeremy James, of Rush Green, admitted breaking three conditions of his petroleum licence: to make the site free from any danger of fire or explosion. to maintain the equipment in a way approved by the chief fire officer, and to give access to an inspector to check that regulations were carried out.

Mrs Lynn Cowley. prosecuting for Herts County < ouncil said nothing had been done in a year to make the tank .,,tfe

She said that James had recieved at least three letters from the fire authority warning him to renew his licence, to clear the manhole to the tank of undergrowth, and to make the site and tank available for inspection.

Fire brigade officers had also paid at least five inspection visits to the farm, but had been unable to locate the tank in James' absence, and later could not open it for inspection because it was so heavily covered with undergrowth.

Mrs Cowley said James had since filled in the tank to make it safe, but it could still be dangerous because pockets of petrol vapour could explode.

James said he had enjoyed good relations with the fire brigade until last year, when the farm suffered a few problems. The tank had not been his top priority.

He said he had not filled the tank with petrol for the last eight years, and that the prosecution had exaggerated the fire officers' difficulties in opening the tank. He claimed they had opened the manhole with a screw driver in less than a minute.

"I agree they've been extremely tolerant of things I am sorry these things have happened. There were oth.er things on my mind, and they didn't take priority," he told the court.

Letter to the Editor:

Dear Editor,

Further to the comments made in "Talking p 0 · t" · the May, 1988 edition of the Bulletin. m m

Although the matter of safety on any premise h 1 k . f w ere petro is ept o paramount concern, I would respectfully submit that the company named and th h "l h . , o ers seem ave ost t eu way", and would offer the followmg thoughts.

1. Saftey on any premise does not begin and end with the .wearing a hard ?at (.albeit the wearing of one dunng some site meetmgs is often advantageous).

2. The matter of safety is already in operation, like it or not, and does n.ot. relate to, or take effect, only during any rebmldmg works, and cease when th works are nearing completion. e

3. The matter of safety does not relate only to works above ground level.

4. The of safety does not relate to persons other than OJI Company employees.

It seems to me that the last sentence should have read, "It is hoped that all the Association will give the matter of Safety the1r immediate and continuing attention.

However. when did you last see a pig fly?

Yours Faithfully. Roel Jones.

Road Tanker deliveries to Petrol Filling Stations

Things Can Go Wrong

Jack Brinkhurst M.l.FIRE.E Petroleum Inspector London Fire Brigade

The Incident

On 22 March this year a delivery of petroleum spirit was to take place in Croydon at a modern self-service site owned by one of the major oil companies. This delivery resulted from the manager ordering the petrol the week before. A delivery procedure was commenced to which the proper training had been given.

Contents Gauges are installed on this modern site, and were connected to the point of sale ticket printer. The first stage for the manager therefore was to obtain a reading of the contents of the tanks. The ticket printer gave the contents of the tank together with the date and time of day.

On tank 1 which had a capacity of 18,180 litres a reading of 13,000 litres was shown. The delivery certificate was marked to allow 5000 litres to be delivered to tank which would then have an ullage of 180 litres.

Delivery commenced and as completion neared an overfill occured, petrol spurted out of the air separator vents of the petrol pumps and flowed across the forecourt. The pumps were isolated the forecourt closed closed and the fire brigade were called. Petrol was taken the pumps in order that the tankers hose could be d1connected, the site was made safe and an investigation was then made into what had gone wrong.

The Investigation

The driver had carried out his duties under the Regulations.

The person in charge of the storage tank as was by ticket printed gauge readings had carried out his duties under Regulations.

One to look a deeper to lay blame, and in this case as with so many it 1s a combination of events which !ed to the tank being overfilled, and much of that bla·me IS levelled at marketing side of the Industry.

When the site was built the Oil Company and the Gauge Manufacturer had the gauge read the actual content of the tank, not the nominal. There is therefore no allowance for err?r, t.J;tis is common practice now. Perhaps petroleum hcensmg authorities should make requirements on this.

The Gauge found to be inaccurate, it was found in fact to be readmg 660 lower than the true contents. The Oil Company the manufacturer. The Gauge manufacturer pomted out that this was unfair for a number ofreasons. The Oil Company would n t t d o, on cos groun s, t.o a calibrated drop of product when the site was first bmlt, the gauge was theref d f. · · k 1 ore ma e 1om the dip st1c supp ied with the tank. In addition the Oil company had not taken out a service contract with the gauge manufacturer, gauges should be 1 1 . d and this gauge had "drifted" wh· rlegu ar Th 1c 1 can e qmte common. e manufacturer also . t d h h pom e out t at t e stock figures held by the operator h h h were sue t at t e error on the error on the gauge shot Id h t k :I 1. . 1 ave 1een pie eL up ear 1er.

One other factor which came out was that the operator who was a subsidary of the major oil company informed us that it is their policy to have the service station running their tanks as full as possible.

The Conclusion

One can see therefore that it was a combination of events that led to the overfilling of the tank which had no serious consequence this time. It could be said that marketing pressures contributed to this public safety problem.

How many of us rely upon the accuracy of a modern gauge, or realise they require regular servicing, of the six tanks on this site they were all found to have discrepancies from 580 litres to 1300 litres.

It begs the question, how can Industry and the HSE rely upon gauges so heavily in the Driver Controlled Delivery experiment being carried out at present.

Liaison between HSE and Petroleum Licensing Authorities regarding the reporting of breaches of The Road Tanker Regulations and of Incidents during the unloading of tankers at Filling Stations.

M.G.SEWELL

As most readers will be aware, the responsibility for enforcement of Dangerous Substances (Conveyance by Road in Road Tankers and Tank Containers) Regulations 1981 (the Road Tanker Regulations) changed on 6 April. 1987. The police wished to give the responsibility for on-the-road enforcement. and from that date the HSE (i.e. the Factory lnspeL·torate) took over. This coincided with the coming into force of the Road Traffic (Carriage of Dangerous Substances in Packages etc.) Regulations 198fl wht're the HSF alsti ha" on-the-road responsibility for enforn.'mcnt

The police did not wish to abrogate all activity relating to enforcement, and an arrangement has been devised whereby they will act as the 'eyes' and 'ears' of the HSE, i.e., they will report to the HSE any breaches of the two sets of Regulations which they come across during their normal enforcement activities on the road. The same arrangements was also agreed in respect of Department of Transport Traffic Examiners.

On receipt of such notifications, the HSE Area Office local to the body making the report will pass the form to the HSE Area Office local to the Haulier's premises and, where appropriate, the form will be passed to the local District Council. The HSE will take such action as it considers appropriate in the circumstances, which may be prosecution, a prohibition or improvement notice, a warning letter or simply a noting of the information for future reference in relation to inspection priorities. Additionally, the HSE will be able to build up a central picture of how the Regulations are working and on the strength of compliance by industry.

In order to put this into effect, a circular was issued to all police forces, to traffic Examiners and to HSE Inspectors. A similar circulation in the HELA series, No. LAC(A)3/2/4, was issued in February, 1987, to all and Island Councils, as well as to all County and Councils, with an extra copy for the Chief Fire Officer, or Chief Trading Standards Officer in relation to

their responsibility for prtroleum licensing. The circular refers to a HEPOL Fl report form, and copies of this form are available from the HSE, HSD A3 , Room 414A, Baynards house, 1 Chepstow Place, London, W2 4TF.

From information recieved by the HSE , it became apparent that many petroleum licencing authorities had not recieved this circular. Further copies have recently been issued direct to these authorities, so it is hoped that all such authorities are now aware of this reporting system.

In this way the HSE will also build up a picture of actual enforcement carried out by local authorities. As far as petroleum licencing authorities are concered this means the reporting of any actual breaches of 4 to Tanker and the actions taken by the hcencmg au_thonty. In addition, any apparent breach o_f ?ther reqmrements of these Regulations should similarly be reported. The HEPOL Fl form should also ?e for to the HSE any spillages or other mc1dents which occur during the unload· f k t f·11· t t. mg o tan ers a I mg s a 10ns.

Any queries regarding the HELA c· l h ircu ar, or t e HEPOL Fl form, should be referred t th E f L. Off" · o e n orcement iason icer m the local HSE Are Off" b . f . . a ice, ut m any cases o difficulty the author would b 1 assistance. e p eased to offer

Petrol Filling Stations

GROWTH WITHOUT RISK

Petroleum Retail forecourts are among the fastest changing businesses in the country both in terms of the type of business being transacted, and in the technology used.

Average yearly fuel sale volumes have risen from a modest 155,000 gallons in 1976 to nearly 300,000 gall?ns in 1987. But when these statistics are projected agamst the continual rate of site closure, and a small but consistant growth in motorists' demands, the average throughput increases to over 500,000 gallons by the year 1992. In fact, the fast-growing self-service business will represent around 50% of all trading forecourts by the end of 1988, and at these sites a 2,000,000 gallon throughput buy 1992 is a realistic target for most managers.

The technology practices needed to cope with this increase in business obviously included sophisticated self-service systems and high-technology pumps. But tank and pipework technology, and layout, has also changed substantially to deal with increases in product mix and delivered volumes. Filling points, for example, are now installed in an offset fashion (almost as an industrial standard) so that more frequent fuel deliveries can take place with minimal disruption and down-time. And gauging systems sensitive to water ingress and critical levels have been developed to help site managers to perform the "juggling act" needed to ensure there is always enough product of the right type -a task that becomes progressively more difficult as demand for unleaded and diesel increases. Similarly, tanker drivers' fuel delivery patterns have changed to help cope with the demand for regular visits which, if carried out at the wrong time, can be responsible for lost business.

As activity increases, however, so must the concern for health and saftey. Tanker drivers are under pressure to make fuel deliveries as quickly as possible, and sometimes in difficult circumstances. And it's hoped that site managers will not be required to attend on drivers during fuel drops once sites become approved for drivercontrolled deliveries.

This raises another issue. A considerable amount of work is already under way on driver-controlled delivery sites some fifteen are expected to be up and running by late 1988, and many more in the future. These sites will receive their fuel at a time that is most beneficial for the site operator, as well as the fleet manager and the motorist.

But it's a sobering thought that, in London alone, over 100 incidents concerning fuel installations were recorded in one year alone. The total figure is probably much higher because minor spillages often go unreported. The process dealing with this in practical terms has been largely left unaddressed yet any sensible solution is sure to offer more profitable options to the site manager as well as the inevitable knock-on effects of reduced disruption to the motorist.

P M Services have now introduced a tank limiter that prevents overfilling. and so enhances safety. These limiters come in a variety of styles to deal with different types of installations. and operate hv shutting off the feed pipe at the tank manhole positio1{ before occurs.

The units use a dual fibre/plastic float diagram 1) and a spring-loaded diaphragm mechamsm. When deliver is under way' the weight of the fuel the diaphrigm valve in the the the fuel reaches the first position (Nl) the oakt is d1 e; . h t ap closed The tan er nv causing the .diap h? by closing the tank can then d1scontmue allows a small amount of valve, and a bleed mec 'ter and on to the float fuel to .drop float itself. After sixty mechamsm, :-veig . . f ce the float down. seconds this we1?ht is the remaining thereby re-opemng the va .ve. t drain enabling total fuel in the tank hose pipe_ 0 ' disconnection without !'very the process is

If the driver fails to d1scontmue e I • d of the float repeated until the fuel reaches the uf position (N2). The floa.t will not then return o until the level m the !ank has filling limiter valves p M Services provided a senes o d . stallations. The f b nd below groun m ' 4" to cater or a ove a . . ff et underground unit featured in drawing is an o s d existing tanks. limiter that can be mstalled_on new a7 ady a legislative These types of filling limiters are a re t ··es ind the European coun 11 , requirement m many UK tl10rities _ have now L F C D A among other au d I · . . . . . Id t ·ecommende . t is indicated that their use shou 1 ie such legislative reassuring to know s 10 u 1tr there is a UK requirements be introduced

In the supplier ready and able to ss the board can look t 51·te operators ac10 mean 11ne · . . , f night-time dnverforward to takmg advantagt o . . d d " II d deliveries to increase prohtab1hty an re ucc contro e d1'sruption without danger to the tanker consumer driver.

For further information contact:

Tim Bittleston Marketing Manager P M Services Ltd

Innovations in Forecourt Safety

Ha:rripshire=based company, Streets Ahead, have developed a new range of barriers which are ideal for creating exclusion zones around potentially hazardous areas Their 'Guardian' barrier system is constructed of tubular steel and PVC and is fitted with British Standard acrylic reflector, thereby providing day-time and nighttime warning.

The criss-cross trellis-style barriers extend up to 2.25 metres wide but several can be used to cover larger areas. Although manufactured in lightweight materials, they have very good wind resistance and their low centre of gravity gives them greater stability. Emergency signs may also be hung from the structure.

It is said the Guardian Barrier was originally designed to warn vehicular traffic away from the sections of forecourt when a delivery of an inflammable or hazardous product is being made.

The barrier provides a much more visible warning, especially to motorist driving into a forecourt and concentrating more on looking for a vacant pump tha_n noticing tanker discharge pipes or open manholes. It is also suitable for closing off sections of a forecourt when pump facia panels or the surface is under repair.

When closed , the barrier collapses to a mere 30 wide and the spring-loaded swivelling feet allow the umt to be stored either flat or vertically.

Weighing only 6.25kg, the barrier is ea.sily carried under the arm and it can be deployed m seconds; certainly in less time (and less effort) than coni.ng. off area of forecourt. The company also offers vanat10ns m the product to allow the barrier to be mounted on a post or directly onto a wall, thus allowmg it to be streched across a forecourt entrance.

. Owing to its compactness when. stored, takmg up Virtually no space , Guardian can easily be m the cab of a commercial vehicle , thus affordmg. extra protection to drivers either when unloading o.r Ill the of a break down. Recent legislation rns1sts that nvers ensure that hazardous load s ar e clearl y marked when a vehicle is statio nary. a It is at night that the real benifit of Guardian sys tem is pparent as the barrier reflectors provide a highly co nsp1 · f ·1 t cous warn in g that o ncom ing traffic cannot ai 0 see .

I B I ei.ng acrylic retro-reflectors the intensity of re fl ecte d 1g 1t JS h , . ta muc greater than that produced by reflective vmy.ls. T he Guardian barrier standard rdlector o f bluecon:bmat1o ns are clear and red , yet comb mat1 ons matc h ' gi:en_ and amber are also available to .ord er to S treets coi poiate co lo ur s or e ntiti es Add 1t1 ona ll y. re fl ee t }\ head also offer the option o f sc ree n pn ntI ng 0 1s with co mpan y logos.

The Streets Ahead product range includes other products of own design and development which are ideal for use m areas where hazardous materials are being stored or transported. Their 'Rotolite' hazard warning beacc:n is an intrinsically safe beacon, manufatured m tough polyproplene, with three reflectors mounted on a low-friction bearing. The anemometric design enables the reflectors to revolve in the slightest or from passing vehicles, thereby prov1dmg a 360 warnmg to traffic. The conemounted version is now becoming an increasingly common sight on and motorways but, just a of the Rotolite has been mtr.oduce.d.wh1ch be carne.d aboard vehicles to mark theu pos1t1ons whilst unloadmg or in the event of a breakdown or other emergency . Kent County study into the high incidence of sideways-on colhs1ons prompted the development of th Guardian Reflective based on the same as used on the Guardian Barrier.

The report showed that these accidents w h · · · ere .appenmg long vehicles were makin nght-hand turns, prmc1pally from dual carri'agewa g t · 'th l · ys or wf1. adcce.eration lanes. The strip is a uPVC extrusion 1tte with acrylic retro-refl t h' h . ·1 f' d ec ors w IC is eas1 y to the rear, sides and front of vehicl self-tappmg screws provided. The stri bes usmg length, allowing it to be fitted on any vehI? lean e cut. to There are white reflectors for the frantic e atbanyfpomt. 'd d d f ' am er or the s1 es an re or the rear so that d · h bl · 'd nvers ave no pro ems m 1 entifymg just how a vehicle on the road. is positioned

strip enhances viability during the da bu h at th1er most effective at night whe Y t t are involving impact with stationary accidents addition to preventing accidents ic esd occur. In cut down the numbers of collisions w'th e roka d, also 1 par e vehicles.

Details of the Guardian Barrier a d h Ah d f n ot er Streets ea sa ety products can be obtained from:

Streets Ahead (JJ) Ltd

THE RONCOL COMMERCIAL FUEL PUMP

The pump incorporates a positive displacement, rotary gear type, pumping unit with inbuilt bypass valve and air separator, together with a remote air separation chamber incorporating "drain line elimination". In its standard form it is capable of delivering fuel at 45 litres per minute, there being a high flow version also with a delivery rate of 70 litres. per minute. The meter unit incorporated is of the positive displacement type, with all materials of either stainless steel or aluminium for internal corrosion resistance, and positive stop type micro adjustment of measure is possible with increments as small as 0.08 per cent.

The automatic nozzle, INCORPORATED AS STANDARD, is the world renowned 'LVA type. The pump is manufactured using a structural rolled steel angle frame with heavy section side plates and base for rigidity, the whole chassis being cross braced and finished in a petrol resistant paint. The flexible suction connector, also INCORPORATED AS STANDARD, is set high in the base for ease of installation. The cladding is in light-weight architectural plastic coated and passivated rustproofed steel sheeting in either red or green.

The pump is also available with integral, top mounted, TIMEPLAN system 300 fuel monitoring, providing a total security and management package. The system will accept up to 100 keys, the basic system being supplied with 25, and provides vehicle reports and tank stock management reports via the integral 20 character liquid crystal display. Alternatively a printer can be incorporated to provide more detailed management reports in printed hard copy form. An MPG computing facility is also available for use with driver entered odometer readings, thus providing a total fleet and servicing management

Each unit is supplied completely wired internally and only needs connection to a single phase electrical supply, intstallation costs are therefore kept to a minimum.

COMMERCE HOUSE, THE MALTINGS, STATION ROAD, SAWBRIDGEWORTH, HERTS. CM21 9JX Telephone: 0279 723448

LAFON SAFETY FILLING LIMITERS

For above or underground tank storage of petrol and diesel, gravity or pump fed.

With forecourt safety in mind, the Lafon Filling Limiters ensure no overfills, no pollution or environmental damage.

With deliveries out of hours no errors in filling can take place.

Full protection against product overfills, damage and.pollution costs.

The LAFON Filling Limiters require no maintenance, are used internationally, and do not rely on extraneous products such as electricity.