The Bulletin – December 1975

LETIN

Journal of the Association for Petroleum and Explosives Administration

Out of sight, out of mind ...

GRP Tank being installed

Here at last is an underground petrol storage tank with major advantages. Not only has it a capacity of 5,000 gallons, but also other factors which make it ideal for such users as Petrol Service Stations

The breakthrough has been achieved by Hunting Industrial Plastics, using a specially developed Polyester Resin, reinforced with glass fibre.

The tanks have proved themselves on strength. and dynamic tests Among their assets they include: 1. ease of installation; 2. the use of expensive brick or concrete IS obViated; 3. tanks constructed in this way are non-corrosive. 1,OOO's off installed in the U.S.A.

We could go on, but better still contact us without obligation. In this way, we can deal with your specific questions.

Hunting Industrial Plastics Limited, Wymeswold Aerodrome, 1 Burton on the Wolds, Loughborough, Leics. Tel: Wymeswold 880471

Talking Point Sub Standard Installations

Reports are reaching us from many areas where the new petroleum authorities are being asked to exercise considerable tolerance in respect to what could loosely be called sub-standard petrol installations.

The biggest headache concerns those premises where tanks and pumps are not only sited well within the 14 ft. limit from a building or the highway, but in some cases are inside buildings, underneath a public footpath or alongside a dwelling house.

Licensees of such premises faced with a refusal to re-licence, often make the point that their premises originally received planning permission and have subsequently been licensed for years without any accident having taken place.

Such premises are an unacceptable risk to public safety and however sympathetic the local authority may be, to perpetuate these circumstances a local authority is failing in its duty to the public.

In refusing to re-licence, licensees must be informed of the reason for the refusal and also their right of appeal under the Act.

notes and news

APPOINTMENT

C. W. BRUDENELL, Deputy ControHer of Trading Standards Surrey C.C., has been ,appointed County Consumer Protection Officer, Humberside C C.

OBITUARY

It is with regret we report the dearth of R. OROWT.HER, Gloucestershire C.C. Prior to local government reorganisation Mr. Crowther was the Chief Inspector of Weights and Measures, City of Gloucester, and was Chairman of the Wessex and South Wales Branch otf the Association in 1969.

OBITUARY

E. W. H. HOWE, Deputy County Consumer P.rotection Officer, Bedfordshire C.C.

FIREWORKS LAW "DAMP SQUIB"

New legislation Itightening up the sale of fireworks and aimed at making back-garden bonfire parties s afer, is likely to be introduced by the Government early next year. The package will prohably contain la han on sales more than three weeks before Bonfire Night, a rise liD the age of cliildren >allowed to buy them from 13 to 16, >and heavier fines for shopkeepers who break these rules.

But the new safety rules fall far short of Ithe complete ban on 'retail sales of fireworks which has been demanded by the National CampaIgn for Firework Reform for the past six year,s.

BOY, 14, IN HUMAN TORCH HORROR

Three youths came up behind 14-year old 'David Osborn in a street near his 'home <in Cherbourg Crescent, Chatham, Kent.

One hurled petrol at him from a five-gallon can, while another bent down and flkked a match at his legs.

David ran soreaming along the road as flames shot up his body.

As !l:he youths 'bolted, a f·riend of Dav,id's doused the flames wilth his overcoat.

David was taken to Medway Accident Cent-re, but allowed home after treatment to 'his tegs.

The thick overcoat 'saved him from more serious injuries.

DEA1H TO THE OIL SLICK

A kind of "Frankenstein 'bacteria" which may one day be devouring o il slicks round Ithe world has been developed at the GeIJ1e raI Elemric laboratories at Schenectady, New

York. The company is now hoping to get permission from the U.S. Government to spray the next oil slick in U.S. with the bacteria in powder form.

It has been known for some time that Ithere are strains of the common bacteria 'calIed psuedomonas some of which live on petroleum and others which won't look at anything but stodgy tar. Now a super breed of bacteria capable of eating all types of oil bas been created by Dr. Anada Chakrabarty at the University of nHnois.

"UGHTS" PLAN TO GUIDE OIL SUPER TANKERS

After the Queen started ;the oil flowing from BP's Forties Field to its refinery 'at Grangemouth, a system of traffic lights" for shipping came into operation in the River F01.'lth.

Super tankers of up to 250,000 tons _ 'Some a quarter of a mile long will take on the excess crude oil not required by the Grangemouth refineFy ata new tanker terminal off Hound Point, east of 'the Forth rail bridge.

These ships will be eight -times larger than the biggest: that have ever used the narrow naVigation channel from Beamer Rock in the Forth and 'the new systemaftrafflc lights is being introduced on the grounds of safety.

USS PETROL BLAZE

Two Lissgarage employees, Who tackled flames 12ft. high a petrol pump had been rtornoff its mounting were today praised by their managing diirector and Petersfield firemen.

The incident, at the White Rose Garage, at Hill BroW, Liss, is believed to have been caused by a customer driv.ing away from the self serv-ice pump without removing !/:he petrol pump nozzle from hi'S car's fuel tank.

The pump was dragged several feet, bre'aking electriC cables and rupturing the fuel pipe inside the pump.

Within seconds names were licking towards the canopy, but Mr. Robin Perry and serv-ice manager Mr. John Gardener, who lives on the premises were quickly on the scene. Using dry powder extingui'Shers on the forecourt and then turning off the fuel supply, they aVerted what have been a very serious fire, said 'a 'PeterS-field fireman later.

By the tIme the firemen arrived, the hase of the pump W!lS only smouldering.

dkector Mr. WilHam Baker said he was pleased his sbaff had been prompt and efficient.

The oustomer who caused the damage, estimated at several hundred pounds has not been traced The garage is open as normal today.

LIQUEFIED PETROLEUM GASES

Paper presented by Mr. D. J. Comley, Sales Manager of L.P.G. Division, Esso Petroleum Company Limited, at the Annual General Meeting of the Scottish Branch of the Association, held at Dumbarton, on Tuesday, 11th March, 1975.

INTRODUCTION

At the present time, approximately 1,600,000 tons of liquefied petroleum gas (better known in its abbreviated form of L.P:G.) is manufactured, refined and sold in the United Kingdom. This represents something between 1 % and 2 % of the total crude oil processed.

Due to the advent 'Of NOI'th Sea Oil, and l1:he fact that ·it is a much lighter oil than' the average MiddleEas't oil, it is possible that this figure may increase by 300% or 400% by 1980.

Liquefied Petroleum Gas is a term which covers two commerciall available gases namely Butane (C4 H 10) and Propane (C3 H s)' and normally L.P.G. is manufactured in pr?portions of 3 parts Butane to 1 part Propane, although thIS may vary from refinery to refinery being dependent upon ·the basic design of the mainstream of the refinery.

From a utilis'ation point of view the major advantage of over most other fuels is ,its very low sulphur content, bemg almost ·sulphur free (130-170 ppm).

.Because :of the amounts available, and the costs compared WIth other Butane ·is used extensively as a prime fuel. in such industries as heavy clay; ceramics and heavy i'orgmgs, whilst Propane is normally used for small, simple plants or for specialised applications such as heat treatment.

PROPERTIES OF L.P.G.

(a) Vapour Phase

In gaseous form, both Propane and Butane have high calOrIfic values being approximately 2! and 3 times greater of natural gas, and also have the distinction of bemg vmtually ,free of sulphur.

W?en d:signing an ins'tallation to store and utHise L P G conslderatlOn h t b . . . . f ......as 0 e gIven to two further characteristics o '•.ue vapours.

(1) The of L.P.? vapours are considerably heavier than aIr, ·Butane bemg approximately twice the weight and Propane being I! times the weight of ah'. '

(2) Depending upon :the ambi?nt temperature both Butane ·and p.ropane can have hIgh vapour pressures, which the way the gases are utiliSed, and also the design of the vessels 'in which the L.P.G. is stored. For example :-

Temperature

32°F :or O°C 60°F or 15.6°C 100°F or 38°C

Typical

Maximum Pressure Commercial Commercial Propane Butane p.s.i.g. p.s.i.g. 60 75 0 20 110 125 34 44 190 225 66 73

A further characteristic which is all-important when considering L.P.G. is that both gases, when compressed at ambient temperature, can be compreSsed into liquid fonn at quite low pressures, and this characteristic facilttates easy ,transportation in bulk from the refinery either by road or rail to the customer's premises where it is stored in the liquid phase in a pressurised vessel until required.

(b) Liquid Phase

As stated previously, when a customer rece-ives L.P.G. he receives it and stores it in the liquid phase.

In this condition both Propane and Butane have specific gravities lower than that of water being 0.51 and 0.57 respectively

One of the main advantages of L.P.G. is that a small amount of the liquid will produce a large amount of vapour having a high calorific value. One gallon of liquid Butane will give 240 gallons of Butane vapour, and similarly one gallon of Propane will give 270 gallons of Propane vapour. The calorific values of these vapours are 3,200 and 2,500 Btu's per cubic fO'ot respeot,ively.

The vapours are ·released due 11:0 the boiling of ,the liquid L.P.G., Butane boils at 30o,F, whereas Propane boils at 40°F.

As will be seen 'by the above boiling points, Butane liquid is comparatively safe, hut considerable care must be taken when handling Propane, and protective clothing, including gloves and face visor, must ,be worn to prevent 'cold' bums should accidental spillage occur.

Although Propane and Butane are available in the United Kingdom both ·in the form of bottles and in bulk, it ,is proposed only ·tocover the latter, together with the necessary storage and handling.

STORAGE OF L.P.G.

The storage vessel1n a customer's premises is designed !to give between one and .two weeks suppJy, depending upon :-

(a) His maximum hourly requirement compared with his average flow requirement.

(b) 'Distance between the customer and his source of supply.

In the refinery, the UP.G. ·is ofiten stored under refrigerated conditions, thus reducing the vapour pressure to such a low point as to anow the storage vessels to be designed to withstand 'a maximum pressure in the region of 1.5 p.s.i.g. Such -storage vessels can contain as much as 8,000 tons 'Of L.P.G.

L.P.G. spheres are also found in 'refineries, and in the premises of customers who use extremely large amounts of L.P.G. These vessels are usually designed to contain between 750 rons 'and 2,000 .tons 'Of L.P.G., and although costly to install allow the storage of large amounts of L.P.G. in the minimum number -of storage vessels, and 'also the minimum area 'Of land.

Normally, however, the customer's storage vessel is a horizontal vessel, 'Or vessels, each vessel having incorporated in its design two cradles, ·these cradles being mounted on concrete plinths, so that 'the tank is approximately 2ft.3ft. dear of the ground.

The capacity '()If the \Storage vessel is invariably expressed in tons, and the length and diameter of the vessel will depend upon its capaoity. In the case of Ess'O Petroleum Company Limited, customer's installations are designed to accept a minimu mquantity of one full road tanker of L.P.G. which is normally between 13.5 ,tons and 17 tons, and therefore -the smallest tank encountered is usually of 20 tons capacity, having approximate dimensions 'of length 75ft., diameter 8ft., whereas a 100 ton vessel will be 75ft. in length and 12ft. in diameter.

The are designed to B.S.S. 1515 for working pressures up to 100 p.s.i.g. for Butane and 210 p.s.i.g. for Propane.

The location of :the storage vessel in the customer's premises is governed by two Codes of Practice.

The first Code of Practice is issued by the L.P.G.I.T.A. (Liquefied Petroleum Gas Industry Technical Association) which is an Association of producers and distributors of L.P.G.

The second Code of Practice ·is based on the L.P.G.I.T.A. code and 'is the Home Office Code of Practice. This is the C'Ode used by .the Factory Inspectorate, and is therefore the ''One normaBy referred to when des,igning an installation. Generally the codes recommend that vessels up to the capadty of 55 tons are situated at least 50fit. from buildings, roads and -boundary fences, and that vessels over 55 tons capacity should be at least 7Mt. from similar points.

The tank or tanks -should stand ,in a compound which is a concreted area, extending approximately 10ft. from each side of the lbank, and the area should be surrounded by a 15 'inch high wall, 'and surmounted hya chain link fence 6ft. 6ins. high. Access to the comp'Ound should be by gates in the compound fencing, Itwo sets of gates being placed at 'Opposite ends 'of the -c'Omp·'Ound. The gates should not be of the self locking type, and should be secured only when persons are not working -in the compound.

In cases where land is restricted, the overall safety distances may be reduced by the erection of radiation walls, or the tank may be installed underground. In the latter case, the 'tank 'is situated in a concrete lined pit and back-filled with sand with a top cover of at least 2£t. and, in such an installatIon, the clearance distances are reduced as foll'Ows:

For vessels up to 55 t'Ons capacity 10ft. from boundary fence, road or building.

F'Or vessels over 55 ,tons capaoity 151it. from boundary fence, road or building.

In all cases, prior to 'installation, -the proposed tank positions are discussed with the appr'Opriate Factory Inspector and F,ire Officer to ensure complete agreement.

To comply with the Codes of Practice, -all vessels must be fitted with safety relief valves set 'at 'a predetermined pressure; pressure gauge; c'Ontents indicator and themoAlso, aB vapour and Hquid 'Offtake lines are fitted with excess flow valves so that, If 'any line is fractured, such line will be shut off and is'Olated instantly.

In addition to the 'above there is a liquid fiU line and a vapour return line. On discharging, the tanker is connected to both these lines so that the pressures 'in the tanker and the storage vessel can be balanced, :thus ensuring minimum time. This is particularly important as ,it is possible for bursts :t'O occur in the flexi'ble line connecting the vehicle and the storage, and therefore the reduction in delivery time wi1l inevitably mean a reduction in the number of times that this dangerous conditi'On may arise. Depending upon local conditions and bye-laws, above ground installations may also require wate'r spray sets to be attached to the vessel. Cel'tainly this is recommended on all :tanks over 60 ton capacity. These water sprays are deSigned to cool the storage vessel should a fire 'Occur in premises When these water sprays are filtted they are mevltably deSigned t'O ensure ill water coverage oaf 0.2 gallons per minute -per square foot of surface area 'QIf the vessel.

Often it is not possible t'O conneot the spray sets directly ont'O the local water supply, either due t'O lack of available quantity or pressure of water in the main and therefore "dry" sets, and incorporate a remote c'OnnectlOn pomt, for the use of the Fire Brigade in the event of a conflagration. '

TYPICAL OPERATION OF L.P.G. PLANTS

(a) Natural Vaporisation

When is J?ut a cust'Omer's storage vessel, the IS filled lIqUid L.P.G. until the tank is approxunately 90% L.P.G. is naturally a gas, some of the L.P,G. lIqUId wIll vap'Orise until the equiHbrium vapour pressure has 'been set up in 'the vessel.

. If. is then removed from the tank, further lIqUid !S the heat of vaporisation being taken !rom the lIqUid m the tank. In tum, the liquid will absorb neat from the atmosphere 'through the wetted section of .wa,lls This system is called 'Natural Vaporand IS used ID small Pr'Opane inSltaUations. Propane IS. partIculady useful -in this respect, due ro the considerable difference .betw.een 'the ambient temperature n'Ormally enID thiS c'Ountry,and the boiling point of Propane, thtsbemg very low at -40o'F.

The flow of gas that can be obtained from such an installation depends upon the following conditions:

(a) The amount of liquid L.P.G. in the tank, and therefore the wetted surface of the tank.

Cb) The ambient temperature.

For eXlample, if we take a 30 ton Propane tank which is 40ft. long and 9ft. diameter, and the tank is about 50% full of liquid, and an ambient temperature or 25°F (say a wintery night of 6° of 'frost), then we would expect an available gas offtake of 90 therms per hour, at a pressure uf 5 p.s.i.g. or 65 therms per hour at a pressure of 15 p.s.i.g.

Such a system is used extensively in such applications as poultry farms, bitumen heaters, etc.

Although this type of plant is simple to install and operate, its 'application is somewhat limited due to the following reasons:-

(1) It cannot be used for Butane, because Butane has a boiling point of 30°F and therefore under the conditions stated, no vaporisation would take place.

(2) Ofiten the gas offtake required is greater ;than that which can be obtained by natural vaporisation.

(3) Commercial gases do contain propOItions of other gases in them. Under natural vaporisation conditions, preferential vaporisation ttakes place, i.e. Propane before Butane, and therefore one does not obtain a consistent quality of gas at all times.

(b) Vaporisers

In order to overcome the limitations imposed !by the simple type of L.P.G. plant described above, and in particular to utilise Butane, which is somewhat cheaper than Propane, most plants are designed to utilise liquid L.P.G. from the storage vessels, rather than the gases from the vapour space at Ithe top of the tank.

Normally the liquid Propane, or Butane, is fed by gravity or by a small pump to a heat exchanger called a 'vaporiser'. fhe vaporiser can be of any size and is designed to cope with the maximum gas demand of the process or factory and can be of two ba'sic types:-

1. 'Indirect Fired' Vaporisers

This type is normally installed adjacent to the storage vessel, 'and is heated by a 'safe' heating medium (that is, no ,ignition source is present). Such heating mediums are electricity, steam and hot water, the latter being 'the most common, the 'sOurce of hot water being sman L.P.G. fired boilers situated remote from the storage 'area. The rate of vaporisation is controlled by I1quid level controllers s'itua'ted in the vaporiser.

2. , 'Direct Fired' Vaporisers

Where the installation of 'indireot fired' vaporisers in t?e storage would require long runs of gas lme from the vaporIser to ,the point of usage, such as would be encountered in a brickworks 'direct fired' vaporisers may be used. '

These vaporisers use the 'L.P.G. itself as the heating medium. Small amounts 'Of L.P.G. are tapped off, 'at the

inlet to the vaporiser, allowed to vaporise and ·then passed to gas burners ,inside the vaporiser, which in 'turn heat the L.P.G.liquid flowing into the vaporiser.

This is particularly important, 'as 'already mentioned, in brickworks. For example, if you consider transmitting L.P.G. vapours over a i mile you may require a 4 iinch or 6 inch main, whereas in the liquid form, with a direct fired vaporiser, adjacent to the kiln or dryer, the supply line may be only 1 inch in diameter.

The one main disadvantage of direct fired vaporisers, is that under ,the Codes of P,ractice, they are treated in similar ways as L.P.G. storage vessels in 1:hat they must 'be positioned with minimum clearance distances from L.P.G. storage vessels, building and boundary fences.

UTILISATION OF L.P.G.

At the present .time ,there are three ways of utilising Butane :md Propane gas.

(I) Burning the gas in ,its neat form.

(2) Mixing the L.P.G. with air and using the air/gas system.

(3) Burning Butane in its liquid form.

(I) Neat L.P.G.

It is possible to distribute Butane and Propane in the same way as towns gas, but -if this is done consideration .should be given to the dewpoint, or the temperature at WhICh the reliquefication of the gases occurs.

Propane can, and often is, distributed throughout 'a works at a pressure of up to 40 p.s.i.g. without any problems. At this pressure the dewpoint is 'approximately 20°F, so there is virtually no likelihood of liquid Propane being condensed into 'the lines, because seldom is the 'ambient temperature so low.

However, Butane is a different matter. If Butane is distributed at 10 p.s.i.g. and at a temperature in excess of 55°F, then again ;there is no problem. If at this pressure the temperature of the gases falls below 55°F, the Butane liquid can be deposited in the system. To prevent the occurrence of Ithis problem there are two solutions.

(a) All lines carrying neat Butane vapour are traced and lagged, the tracing usually being achieved with electric tape hea'ting. Many brickworks operate on neat Butane at pressures up to 15 p.s.i.g. and having taken this precaution 'have no problems.

The dewpoint is reduced by mix;ing Butane with air, prior to transmission in the pipelines.

(2) Air/Gas Mixtures

The amount of air that is introduced to the Butane ,to form an 'air/gas mixeure 'Is dependent upon:-

(a) The lowes!t ambient temperature likely itObe encountered.

(b) The pressure at which the mixture is to be distributed.

(c) Whether ,the air/gas mixture is to be used to replace gas or not.

For example, if Butane gas is mixed with three times its own volume of air, then at a pressure of lOp.s.i.g. the dewpoint ,is reduced from 55°F to -17°F, and the mixture can be transmitted safely at that pressure. This solution toO the dewpoint problemi:s particularly important when a customer is considering conversion ,to Butane 'from either toOwns gas or natural gas.

By mixing Butane and air -in cextain proportions it ;is pos'sible to produce a mixture, which is equivalent. to that of the fuel it is replacing. Neat Butane has a calorific value of 3,200 Btu/,cubic !foot, and a specific gravity 'of 2.0.

Towns gas has a caloOrific value of 500 Btu/cubic foot, and a speclfi.c g'ravity of 0.47.

There is a formula 'caned ,the Wobbe Index which ,is as foll'Ows:-

Wobbe Index = Calorific Value Y-SJ>eci:fic Gravity

If two gases have the same Wo]}be Index, then they will be 'interchangeable, that is, use the same transmission lines, with 'the same pressure drops, and use the same burners, with the same heat 'OUtpUit at the same pressure conditions. It so happens that ;the 75/25 'air/gas mixture used as the example earlier has a Wobbe Number of 730, which is the same as the Wobbe Number for towns gas, and can therefore be used to replace it. Similarly a mixture oOf approximately 50/50 air/gas mixture will replace natural gas.

AIR/GAS MIXING PLANTS

It is proposed not to dwell too long oOn this point, because the type of mixer will depend very muCh upon the 'applicatIon.

Basically there are two types ofmixers:-

(1) Mechanical Mixer.

(2) Venturi Mixer.

In the mechanical mixer, normally the L.P.G. and air both at atmospheric .pressure are induced the unit 'by electric blowers or compressors, mixed and then blown into the distribution mains. Normally the pressure available in the works from such a plant Is up to 30" w.g.

The Venturi mixer uses ,the Kinetic energy in the L.P.G., the 'L.P.G. entraining the air from the atmosphere. The advantage of this system is that there are no moving parts, but has the disadvantage oOf hay.ing a poor turn down ratio. To meet small load demands, such as pilot 'burners during weekends, etc., when the main gas using plant is shut doOwn, a gas holder has to be installed on the outlet of the mixer, thus allowing the mixer to run intermittently.

Liquid Butane

Recently work has been carried out on developing systems allowing Butane to be handled and fired ,in its liquid state. These systems must be used in outside locations such as quarries, because it is necessary to run the, burner equipment at very high pressures toO maintain the liquid state. Apart from this compJoication the main advantages are the use of small bore pipelines and the eHmination ,of vaporisers, traCing and lagging 'of lines.

Safe Handling of L.P.G.

L:P.G. is as safe as any 'Other fuel when handled properly, and 1,t is highly imp'Ortant that staff who come into c'Ontact with L.P.G. should be trained so that they 'are fully aware of the potential hazards and the recommended precautions.

To this end, Esso Petr'Oleum Company Limited run several L.P.G. Safety and Fire ,Fighting Courses for L.P.G. customers each year, at their Fawley Refinery at S'Outhampton.

At these courses, the customer has the opportunity of actually fighting L.P.G. fires, and is therefore in the .position of knowing how to control such an oOutbreak oOn his own plant.

H'Owever, the main objective ,is ,to ensure that fires do not 'Occur. Fire Fighting is reaIIy the last Hne of defence. It is probably a fact that over 98% oOf all fires which 'Occur are .fires that could be avoided. They fall into three main groups:-

(i) Pe'Ople fa'iling to recognise that a fire hazard .exists.

(ii) Pe'Ople failing to carry out the correct safety procedure.

(iii) Gross carelessness.

FIRE PREVENTION

The most impOI1tant 'aspects of 'Fire Prevention are:(a) GOOD HOUSEKEEPING

L.P.G. Tank storage area Keep clean, free from weeds, .rubbish, timber, old discarded pieces of equipment, suc:h 'as pipes, valves, etc.

Equipment L.P.G. pumps kept clean and:the electric motors lubricated 'as required, flanges kept tight and free tirom leaks, electrical wiring kep'tin good order. Fire equipment Dry powder extinguishers should be hung on brackets well clear oOf 'the ground, in weatherproof Iboxes. They should be hung in a conspicu'Ous p'osition, painted ,red with 'the words 'DRY POWDER FIRE EXTINGUISHER' painted on the 'Outside od' the hox. The extinguishers 'sh'Ould be checked regularly, kept ,in a clean condition, and ifree if'rom obstruction. Hydrants and fire hoses if located on 'site must he regularly maintained.

(b) GOOD MAINTENANCE

From this aspect, Fire Prevention does not have to be restrictive. A high standard 'Of maintenance wi1l:(a) ·ov:ralI. e.fficiency of the plant _ this wlll assIst >ID mamtaIDlDg Production Schedules.

(b) Attention :t'O ,leaking fl:anges, glands, etc., will pre.vent acx:umulations of dangerous gas concentratlons, whIch are always a potential fire hazard.

(c) SAFE WORKING PRACTICES

It is the responsibiItty 'at management to ensure that employees work safely and also that they are fully aware of the precautions which have 'been recommended:-

Clean area and dean work.

Be on lookout at aB times for L.P.G. liquid or vapour leaks.

Never overfill an L.P.G. vessel beyond 92% liquid level.

No smoking {)r naked lights within 50 feet of L.P.G. storage, 75 :feet for storage over 60 tons capacity.

Check water spray equipment is working (1f fitted) once 'a month, remove and clean any blocked water spray jets and replace. Check fire alarm warning system.

Carry out frequent fire drills with own staff and twice yearly with ,the local fire brigade.

Ensure if any work is being carried out in the maintenance of L.P.G. equipment, that all the safety rules are observed.

Ensure that all members of staff and contractors working on site know how to use fire protection equipment.

Never store Propane in a Butane storage vessel.

FIRE AND EXPLOSION

Fire and possihle explosion is the greatest possible hazard on an L.P.G. installation. It seems logical to suppose that concepts like the fire triangle, auto-ignition and explosive ranges .:>f L:P.G. vapours and flashpoints, should be understood by everyone. Fire Prevention where L.P.G. is used stems from an understanding of these concepts as much as from the exercise of care and common sense and from the practice of good housekeeping.

The Fire Triangle gives the essentials for combustion.

FUEL OXYGEN HEAT

This gives the most simple and direct explanation of the chemistry of fire. When these three occur in the right proportions simultane'Ously, 'there is fire or explosion. If one is taken away, fire or -explosion no longer exists.

FUEL Leaka'ge or spillage of L.P.G. liquid or vapour are the greatest potential danger.

OXYGEN In the form of the air supply (21 % of the atmosphere) around provides the second leg of the triangle. HEAT Temperature the means of ·ignition can :take the form of arcs, sparks, a naked flame, static electricity, the elements (both Hghtning and sun) and ,in cases of autoignition, the existence of a suffiCiently hot surface, or a.rea, the area within a heated chamber, a hot pipe, etc.

The greatest possible emphasis must be placed on fire

Since little can be done ab'out removing oxygen from the alr around us and since the mixture of air with L.P.G. vapours presents the greatest potential menace all emphasis obviously be placed on fuel supply 'and means :Jf 19l11'tlOn. Much can be done to prevent their presence under conditions which would create a fire hazard. If a fire should result involving L.P.G., under no circumstances must the fire be extinguished untO the source of the fuel leakage has been eliminated. by closing the nearest isolating valves each side of the leak.

EXPLOSIVE RANGE OF L.P.G. VAPOURS

It is essential to recognise the kind of conditions in which, given source of ignition, L.P.G. vapours catch fire explode. There is a minimum proportion of vapour aIr below which ignition does not occur and a maxlffium concentration above which it does not occur. These are known as the lower and upper explosive limits. Mixtu:es of L.P.G. vapour to air between these Iimits ar: and are referred to "as being within the range , e.g.

L.P.G. Propane Butane

Lower explosive limit 2.2 % vapour rto air l.9% vapour to air

AUTO-IGNITION TEMPERATURES

Upper explosive limit 9.5 % vapour to aIr 8.5% vapour to air

It ,is extremely important to remember that heat alone can be a source for ,the ignition of L.P.G. vapours. If, for instance, Butane vapour leaks into the and dilutes to its explosive range, and if it comes mto contact with a hot material a'bove 806°F (430°C) e.g. hot brickwork ut this heat. then spontaneous (auto) ignition will occur.

H a vapour to air mixture exists within their respective ranges:-

Butane ,approximate ignition point will be about 806°F (430°C).

_ approximate igni'cion point will be about 871 OF (466°C).

Auto-ignition is, of course, the principle 'On which the diesel engine operates.

FLASH POINT TEMPERATURES

Butane and Propane will ignite if a spark is applied. to it art a temperature below freexing point. It is ess:ntIal distinguish very clearly what is meant by fiashpomt. It 'IS the Iowest temperature at which L.P.G. off sufficient vapour to form a mixture which wil11gnIte m the presence of an arc, spark, or naked light, or other source of direct ignition.

SAFE DILUTION POINT

L.P.G. vapours are heavier than air and lighter and follow ground contours and will travel consIderabl distances depending on ambient temperature, wind strength and direction.

Safe dilution point is generally accepted as 50 feet, from source of emissi'On. In assess·ing ,this safety margm, ambient temperature, wind and prevailing conditions MUS.T be considered. Any heavy emission of vapour could, m favourable downwind conditions, dilute at greater distances than this, to a vapour to air ra;tio within the explosive ran¥e. If such a vapour flashes, the flame will increase in intenSIty as it f.ollows rthe V'8pour ,trail back towards the s'Ource of the leak. Explosions can arise from various heat sources, e.g. welding or burning operations, use of poI1l:able grinders or chipping hammers, non-flameproof electrical equipment, or any material liable to produce sparks, or give rise to spontaneous combustion.

STATIC ELECTRICITY

When L.P.G. liquids are pumped, either from the delivery vehicle or from the static storage to a vaporiser, static electricity is generated. Therefore the vehicle must be connected to an earth bond, to discharge staltic. The resistanece to earth should not exceed 106 ohms. L.P.G. 'static tanks must be fitted with an earthing copper strip and spike. All flanges in liquid lines should be copper bonded together.

THERMAL EXPANSION

Thermal expansion in pipelines containing L.P.G. liquid, which have been closed by shutting off valves at each end of the pipeline could present a serious problem. This is overcome by ·fitting 'between each pair of valves a small pressure relief valve, which w?-H vent to atmosphere at a lower pressure than the maxImum s·ad'e pressure of the pipeline.

Percentage increase Approximately ,in volume per 100°F (38°C) Propane Butane Temperature rise 'is:- 17% 10%

It therefore can be seen tthat if there is no vapour space and the liquid is heated say by sunlight, to cause an increase in volume, the pressure will increase by about 2000 p.s.i. (0.7 kg/cm2) for every 10°F (-12°C) rise in temperature.

L.P.G. is being handled every day and has been for years in perfect safety. This ,is because tthose using. L.P.G. know what the hazards are, know whalt precautIons to take, and take them.

IT IS ONLY PEOPLE WHO TAKE CHANCES THAT ENDANGER THEMSELVES AND OmERS.

L.P.G. FIRE FIGHTING EQUIPMENT

Extinguishers

Unfortunately it is not possible to produce a fire extinguisher which can be used with complete success on aH varying types of fires. (Some ·claim :All Purpose'. for some dry chemicals). Wvth L.P.G. fires (whIch are as Class 'C' fires), we should use a dry powder 'extmgUIsher in the first 'instance, and should consider our extinguisher as our piece of 'First Aid Equipment'. Many fires start at first in a small way, and have very successfully been put out with dry powder extinguishers before ,they could grow to'a large L.P.G. fire, and get out of control.

Dealing with incidents involving L.P.G. is a serious responsibHlty. For this reason it is essential that no time should be lost in summoning the assistance of the Fire Brigade. In very extreme oircumstances ,it may be deemed necessary to risk igniting a L.P.G. gas leak in order to prevent the build-up of a large area od' L.P.G. vapours which may be ;n the flammable range and which could ignite from a nearby source of ignition with possible disas'trous effects. The decision to ignite such a gas leak must be made by both the senior management on site and a senior officer from the Fire Brigade. It is doubtful whether any fi·re officer would assume responsibility for 'starting such a potentially serious fire with the results of the ignition so unpredictable.

Where L.P.G. is stored it ,is most important that all personnel working should he familiar with the dry p'owder

fire extinguishers distributed about the L.P.G. storage tank area, ·and adjacent to other L.P.G. ancillary equipment. They should also understand the principles underlying their design, maintenance and use.

Hand fire extinguishers are designed for small fires, and therefore must be used close to the fire, and should not be used in trying to do the job for which more powerful fire extinguishing equipment would be required. In using fire extinguishers do not be caught by .tackling a fire alone without back-up support.

Always send somebody to raise the alarm; if alone, call this assistance first, unless you can immediately put out the fire with the equipment provided. This advice is not Ito discourage the use of fire extinguishers, 'but to emphasise that a person using them should know what the extinguisher is designed for, and what can be expected of it. Fu111:hermore, a lot may depend on the skill with which the extinguisher is used.

Dry Powder Extinguishers

May be of two types:-

(1) The dry powder is expelled by pressure released into the body of the extinguisher rfrom a C02 cartridge. t2) The dry powder is expelled by pressure maintained in the body of the extinguisher by air or nitrogen.

Method of Operating Dry Powder Extinguishers

The method O'f putting each eX'tinguisher into use should be studied 'and fully practised by all personnel, who should familiarise themselves with the particular extinguisher which they will be expected to use and maintain, and should study the requirements rfor:(a) Regular inspection and maintenance. (b) Operation under fire conditIons. (c) Servicing and recharge ·after use.

Dry powder extinguishers are produced in varying s·izes from generally 2 Ibs. (0.9 kg) to 150 lbs. (68 kg). It is recommended that dry powder extinguishers for L.P.G. installations should be not smaller than 20/25 lbs. (9/11.3 kg). This size can be easily handled by one man, and is large enough to fight a reasonably sized L.P.G. fire. They act principally as a smothering agent. The base od' Ithis dry powder ;s normally sodium bicarbonate which is mixed with some inert material, such as chalk, dry clay, whiting, etc.

Other 'types of powders produced in recent years are 'Purple K' which has a Potassium bicarbonate base and 'MONEX' this is produced by reacting Urea with two Potassium based salts.

It must be understood that the continual existence od' flame depends on a 'Chain reaction from one burning molecule to :rhe other and the effect of us'ing dry p'owdler in its very fine form is to 'interrupt this chain reaction by the application to the atmosphere of myriads of fine pal!ticles of powder, which prevent 'any further supply of oxygen from combining with the combustible material or substance.

Note Always remember that When a fire has been extinguished by dry powder, y.apours may perculate through the powder and may re-ignite from hot metal, smoldering

lagging, etc In dealing with a fire where constant re-ignition is experienced, 'or where difficulty is experienced in extinguishing the fire, it may be necessary to cool surrounding metal, lagging, etc., to below the products auto-ignition temperaturE by means of water, fog or spray.

FIRE HOSE REELS

Non-kink hoses, 1" (25 mm) in diameter and 150ft. (45 mm) in length are installed on specially construoted hose reels. They should be sited at strategic points adjacent to L.P.G. plant. The hose terminates in a dual purpose nozzle which directs the water in the form of a fine spray or jet.

Note When using on a L.P.G. fire, or to cool hot metal it must only be applied in the form 'Of a fine spray.

FIRE FIGHTING USE OF WATER FOR L.P.G. FIRES

Water is clean, usually comparatively plentiful,and 'has the highest specific heat of any known 'Substance, which gives it remarkable cooling properties. Water is used to keep cO'ol or protect buildings, structures and L.P.G. tanks, which are either adjacent to or involved in a fire. L.P.G. fires present problems to the firefighter, in many cases they cannot readily be eX'tinguished, and even if this is achieved, the possibility of explosive re-ignition of the vapours usually exists. It will therefore usually be necessary to aHow a liquid spill or vapour leak to continue burning, whilst cooHng with water, flame exposed equipment. As a close approach to a fire in an L.P.G. storage 'Compound may be difficult, and possible collapse of unprotected L.P.G. storage vessel's .md pipelines likely, water spray protection to this equipment is essential, ,to prevent what may initially be quite a minor spill f.rom growing into a ma}or conflagration.

Lt is necess'ary to 'Supply sufficient water to protect the L.P.G. vessel from radiant heat from !the -fire, either by hoses and mobile equipment, fixed monitors or fixed water spray systems, which may be automatic. The heat input to the liquid portion of :the L.P.G. vessel, must not produce more vapour than the pressure relief valves can relieve, or the pressure wi,thin the vessel would rise to a dangerous level, and the vessel would rupture.

L.P.G. vessels may f.ail at the ordinary working pressure If the steel above the liquid contents is weakened by exposur.e to It is evident from past experience, that :very lIttle tIme may be available (may be as little as mmutes) for manual fire-fighting equipment to be brought mto play, and that some form of manually or automatically ?,perated w.ater spray system is required if vessel failure IS to be .lv-oIded when serious leaks Occur.

L.P.G. vessels properly protected with a full and adequate water spray system, wiH reduce the heat input rate to the contents from in ex'cess of 20,000 Btu/sq.ft. (21.101 kJ) for an unprotected vessel ,to s'omething 'Of 'the order 'Of 6 000 Btu/sq.ft. (6,330 kJ) for a water spray ted ' 'n1.. h 11 f th pro]ec vessel. J.ue S e o. e pressure vessel must no.t the f eed 570°F (299°C) 'or it will rupture, but if appHed before :the st:el temperature rises to high, steel temperature Will slowly fullaImost immediatel t 212°F the point of waiter. Rivulets Of must be aVOIded, WhICh may pennit the steel skin temp-

era'ture between them to rise rapidly to the failure temperature of the s:teel. The water must be sprayed over the entire surface of the L.P.G. vessel, necessitating the careful positioning of -the water sprays, taking into account the angle of the spray, and ,the curvature of the vessel. With fires involving vertical L.P.G. vessels, a heat input rate of about 28,000 Btu/sq.ft. (29,542 kJ) would be experienced, but with full water spray protection the heat input rate would be reduced to about 4,700 Btu/sqft. (4,959 kJ).

When protecting a horizontal L.P.G. vessel, it is necessary to provide water sprays both above -and below the horizontal centre-line, to cover with water spray the entire surface area of the vessel, as direct cooling 'Of hot spots by water drop bombardment is required. Water cannot be relied upon to run down over hot zones if these are below the horizontal centre-line of the ves'sel, as the heat input to the liquid stored in the vessel in the lower portion may be very high if only upper spray bars are fitted. Whatever type of waJter spray protection is provided, i.e., fixed or mobile system, the pumps, pipework or hoses should be able to discharge water at a pressure and rate sufficient to maintain an adequate film 'Of water over the entire surface of the vessel and supports under fire conditions, i.e. a minimum of 0.2 gallons per sq. ft. ()If the surface area of the tank/minute (9.8 litres/minute).

In some circumstances when frequent deliveries are made into storage consideration should be given to the prov,ision of mobile or fixed water spray systems, giving suitable and effective protection !for road ,tankers and rail tank cars offloading areas, in addition to the static L.P.G. storage. All water spray systems should be dry systems, to protect against freezing, and should be fitted with drain cocks, to empty the system a,fte'r use.

When using fire hoses with a wide angle spray, it will only have a short range, but affords -the maximum protection for the fire-fighter. A dense spray of waiter may be used as a barrier between the flame and fire-fighter to protect them against radiant heat, thus pe'rmitting closer approach for such important step's as closing a Vlalve to shut off the flow 'Of L.P.G. feeding -the fire.

Solid jet!> of water must never be sprayed onto a liquid L.P.G. leak, as ,the water will make the 'L.P.G. boil very very rapidly, and -increase the size of ,the vapour cloud and will very much intensify the size of the fire.

Precautionary Measures

When L.P.G. liquid or vapours escap'e from storage vessels or pipeHnes all available means should 'be used for Hmiting their spread and preventing 'ignition. This may possibly be carried out by using a water spray or water sprays, between the leak and s'ources Cif ignition. The extent -of the contaminated area should first be defined and the area identified by suitable warn-ing signs, cordoned off and patrolled.

If a leak oocurs ,in a liquid line or vapour line, the L.P.G. pumps md vaporisers should be shut down, and the leak isolated by closing valves on the upstream and downstream side 'Of rhe leak. Traffic control should be established and vehicles excluded from the area the Fire Brigade should be called. Firemen attempting to disperse Ithe vapour cloud should never enter the vapour area, 'and must have protecting water fog availa'bleat all times. All furnaces, sources of ignition and hot work must be shut down.

After dispersal of the vapour cloud and before any repair opera't;ions 'or production recommenced, tests should be made in all Iow lying areas, using a portable gas detector, to establish if any hidden vapours still remain.

If a leak occurs in an area adjacent to adjoining properties owned by outside intere'sts, prompt measures must be taken to notify those concerned of the potential hazard that exists and :tD eliminate any source of ignition.

Successful fire extinguishment results from the systematic applicatiDn of planned procedures. Those born of panic often add to the seriousness of the emergency.

L.P.G. Road Vehicle Fires

Butane and Propane fires should only be extinguished by cutting .)ff ;the fuel source. As the valves are situated under the vehicle and are most likely rio 'be involved in the fire, this can be difficult. Each vehicle carries two dry powder extinguishers, and provided swift action ,is taken at the time of the fire, it may be pDssible tD exrtinguish the fire with dry pDwder and then dose the valves. If the fire is too severe, then water spray fog should be used to enable the Fire Brigade '1;0 get in close t'O the valves. M the same time, other branches should be applying copious amounts of water to the vehicle tank to keep the pressure in the tank under control.

RECOMMENDED PROCEDURE IN TIlE EVENT OF FIRE INVOLVING, OR SERIOUSLY EXPOSING L.P.G. EQUIPMENT, OR SERIOUS LEAKAGE OF L.P.G. WITIlOUT FIRE

EMERGENCY PROCEDURES

If the principles of good operating practice outlined are observed, the probability 'Of leakage, fires and explosions will be minimised. However, accidents do occur, and it is impDrtant to know the basic fundamentals of handling L.P.G. in emergencies.

It is not widely appreciated that cylindrical L.P.G. storage vessels can fail in a fire at a 'Circumferential seam. If this happens the ,sudden release of pressure energy !through the open end will send the vessel off 'like a rocket. This is a most important thing to remember when planning the IDcatiDn of 'the L.P.G. tanks, and when fighting fires in tank compDunds.

When an L.P.G. leak occurs, ,it may be discovered by (a) ice forming around the leak (b) a visible vapour cloud (c) liquid can be seen either dropping 'Or in a puddle (d) the leak has ,ignited.

Basic Precautions

1. Approach the fire or leak from downwind.

2. Keep all pel's'Onnel 'Out of the vapour cloud area.

3. Eliminate all sources of ignition in the vicinity at 'Once.

4. Police the area, keep all persDnnel at least 200 feet, or further if possible, away tfrom the area, except those necessary to cope with the situation.

5. N'Otify the Fire Brigade, Police 'and adjacent property 'Owners.

Leakage of L.P.G. without Fire

1. If escaping L.P.G. is not on fire, isolate the leak by closing adjacent valves either side of the leak.

2. Water spray is most effective in helping to disperse L.P.G. vapour clouds. :If available, -it should be used as soon as possible, directing the spray streams aCT{)SS the path of the vapour and dispersing the vapour intD a safe location. Those handHng ,the hoses should avoid entering the vapour cloud and should keep l'Ow behind ilie spray, so that they will 'be somewhat protected from radiant heat should the vapour cloud be ignited unexpectedly.

3. In some instances of leakage from a road tank vehicle without a fire, it may be desirable to remove the vehicle to some remote area, such as a blocked 'Off road or 'Open field, where it can continue to leak away fr{)m a source 'Of ignition. However, if this is to be done, the tank should be removed in a vertial position. Never drag the vehicle in a manner which might damage valves or pipework 'Or create sparks.

Leakage of L.P.G. which is on Fire

1. Do not extinguish unless leakage can be stopped, except under certain extreme conditions.

2. Lf the escaping gas is on fire, immediately apply large quantities of water as quickly as possible to all surfaces exposed to hea:t, with approach to ilie tank being made from the sides. Concentrate on piping and metal surfaces of ihe vessel and/or adjoining vessels, equipment exposed to flame 'or intense heat.

3. Should a delivery of L.P.G. be taking place when the fire 'occurs, if the vehicle is nDt involved, ask the driver tD remove the vehicle.

4. If the only valve which can be used to stop the flow 'Of 'is involved in fire, consider the possibility of effectmg shut-off by protecting firemen with water fog full proteotive clothing whilst they are dosmg the valve. P.roceed slowly to aVDid any flashbacks or trapping firemen in the flames.

5. Controlled burning 'Of escaping L.P.G. (which cannot be sh,ut off by a valve) is a cDmmonly accepted practice of fire-fightmg. The application of sufficient water to keep the shell 'Of the vessel and piping cool allow the fire to consume the L.P.G. in the tank WIthout danger of causing failure.

6. fire extinguishers are very effeotive fDr extmgUlshmg small L.P.G. fires and also for a man',s clothing ignited' in a fire. ExtmgUlshmg a?ent be directed along the vapour stream from 'Immediately above the pDint of discharge.

7. When sufficient water is not available tD keep the tank cool, some warning '0: increased pressure may be noted by the pressure valves Hfting, the increased volume 'Cif fire 'Or nOIse level. This should serve as a signal Ito consider the withdrawal of all men tD a safe area. every case the pressure relief valves, should hft and become ignited, must not under any Circumstances be exltinguished, until the tank pressure falls, when the relief valve will close and it will extinguish itself. '

AUTO REFRIGERATION OF LIQUID L.P.G.

The term 'auto-refrigeration' refers to the phenomenon which occurs when the pressure is rele'ased on a vessel containing liquid L.P.G. In other words, the liquid is being withdrawn from the tank faster than the tanks normal boiloff rate. The latent heat is taken from the liquid L.P.G. as a result of some -of it changing its state ·to vapour, the residual liquid 'becoming even colder. This state is more evident with Propane than Butane due to its much lower boiling point. After a short period of time a thick ice deposit starts tD form 'On the outside of the tank, which will tend tD insulate the tank from the sun's rays, and will slow dDwn the rate of natural vaporisatiDn even more, and still more ice will build up. To overcome auto-ref.rigeration, the amount of L.P.G. being withdrawn from Ithetank must be greatly decreased, and after a while the ice will start to melt.

INSTRUCTIONS TO THOSE OPERATING L.P.G. PLANTS

Staff must receive adequate 'instruction and refresher training in the correct 'Operating procedures for storing and handling L.rp.G. They must be thoroughly familiar with all the P'Otential hazards. Familiarity tends t'O breed contempt and it is the job of management t'O aVDid any danger Of complacency in their approach '1'0 the hazards of handling L.P.G Only well trained personnel carrying out the right 'Operating pr'Ocedures and using properly designed equipment can handle L.P.G. safely.

TABLE 1.

TYPICAL PROPERTIES OF ESSO COMMERCIAL L.P.G.

Propane

;) Calorific value (gross) a) Btu/cu ft. of vapour b) Btu/lb. c) Therms/Imperial gallon 'Of liquid d) Therms/long ton

2) Cal'Orificvalue (net) a) Btu/cu fit. vap'Our b) Btu/lb.

3) Liquid Gravity a) S.G. @ 60°F., w.r.t. water = 1 b) lb. Imperial gallon c) Imperial gallons/ton

4) Vapour specific gravity -a) w.r.t Air at s.t.p. b) Rati'O of gas volume to liquid v'Olume a:t s.t.p. c) Ib.l00 cufit. d) eu ft./lb. e) cu ft./long ton

5) Boiling point at one atmosphere OF °C

6) Vapour pressure, psia temperature 32°F or O°C 60°F {)T 15.6°C 100°F or 38°C

7) Sulphur 'content (Maximum) ppm w /w Maximum %

8) Free water content

9) FlammabiHty range, ·gas/air % Lower Upper

10) Combusti'Onair required, stoichiometric air cu fit/cu ,ft. L.P.G.

11) Maximum flame Itemperature, in Air C 12) Maximum burning velocity cm/sec. ft/sec. 13) lJatent hea't 'Of vapora'tion @ 60°F. Btu/lb.

14) Specific heat of liquid Btu/lb. OF

2,500 21,500 1.10 480 2,300 19,850 0.51 5.1 440 1.5 270 11.6 8.6 19,250 -49 -45 Typical Maximum 70 75 HO 125 190 225 60 0.006% Nil 2.0 10.0 24 1980 42 lA 170 0.60

Butane 3,200 21,200 1.23 475 3,000 19,700 0.57 5.75 390 2.0 240 15.2 6.6 15,000 20 -7 Typical Maximum 20 20 34 44 66 73 50 0.005% Nil 1.8 9.0 30 1990 42 lA 160 0.57

Storage Categories

Wa:ter capacity of individual storage vessels in Htres

Up to 450

Over 450 to 2,250

Over 2,250 to 9,000 Over 9,000 to 135,000 Over 135,000 to 337,000 Over 337,000

TABLE 2.

LOCATION AND SPACING OF L.P.G. STORAGE VESSELS

Nominal· L:P.G. capacity (tonnes)

0--0.2 0.2-1.0 1-4 4-60 60-150 150

Siting Categories

From Building/Property line 'Or fixed point of ignition

Above ground None 3 7.5 15.0 23 30.0

Water capacity of individual storage vessels in U.K. gallons

Up to 100

Over 100 to 500 Over 500 to 2,000 Over 2,000 to 30,000 Over 30,000 to 75,000 Over 75,000

Nominal· L.P.G. capacity Tons)

0--0.2 0.2-1.0 1-4 4-60 60-150 150

Distance in

Between Vessels

Under Above Under ground ground ground 3 None 1.5 3 0.9 1.5 3 0.9 1.5 3 1.5 1.5 5 1.5 of ! sum of 1.5 5 diameter of 1.5 adjacent vessels, whichever is the greater

From Building/Propel'ty line or fixed point of ignition

Distance in feet Between Vessels Above ground Under ground Above ground Under ground

None 10 25 50 75 100

10 10 10 10 15 15

None 3 3 5 5 it. or! diameter of adjacent vess'els, whichever ,is the greater

5 5 5 5 5 5

Note 1

The maximum total water capacity of all storage vessels in a group musrt not be greater than three times tile water capacity of the largest vessel permitted in any particular sItting category. The maximum number 'Of vessels in a Group must not exceed six.

Note 2

For underground ,storage up to 500 U.K. gallons (2,250 litres) water capacity, the distance .from the valve assembly on the manhole cover and the loading/unloading point in the building/property line or any fixed source of ignition must be at least 10ft. (3m); for vessels above 500 U.K. gallons, this distance must be at leasrt 25ft. (75m).

Note 3

Actual product capacities can be calculated from the specifiC gravity of the L.P.G.beingstored.

The information giVen in this table is based on the Home Office Code 'Of Practice for the 'Storage of L.P.G. at Fixed Installations' and on the Code of Practice 'Ins'llallation of Fixed Bulk L;P.G. Storage 'at Consumers' Premises' published by the Liquefied Petroleum Gas Industry Technical Association (U.K.)

•

TABLE 3.

LOCATION OF L.P.G. VAPORISERS

(a) Siting of Direct Fired and Non-Flameproof Vaporisers from Storage Vessels.

Water capadty of storage vessel U.K. Gallons

Up to 500 Over 500 to 2,000 Over 2,000 ;to 30,000 Over 30,000 to 75,000 Over 75,000

Minimum distance of vaporiser from storage vessel metres feet 3 10 7.5 25 15.0 50 23 75 30 100

(b) Siting of Vaporisers from Buildings and Property Lines Capacity of Vaporiser

lb/h

Up to 80 Over 80 to 500 Over 500

APPENDIX.

feet 10 25 50

TYPICAL TANK/VAPORISER CONFIGURATIONS

FEED BACK SYSTEM

Supply Vaporiser

SEMI FEED BACK SYSTEM

Supply Vaporiser

DIRECT FEED OUT SYSTEM

Supply

Vaporiser

112" dia.

TYPICAL OVERALL LENGTHS (Based on 12' dia.) 30 tons capacity 21' 6" 45 60 100 "

31' 0" 40' 6" 69' 0"

Hon. Secretary's Notes

Fire Magazines

A preliminary. report 'On the fire and explosion at .the Gulf refinery at Philadelphia USA . th ( 50) . f F' , '" appears In'· e current No. Issue '0 Ire Int·e t' I . . rna' IOna, the quarterly journal 'On fi·re protectl'On which is published in E I' h ·F h d Ge (with Spanish ng IS ,. renc an' rman A h by Unisaf Publications Limited. not er pen'Odlcal publ' hed .b of the fire protecti IS ' y U".l1saf IS FIre, the journal . " on profeSSIOn which appears monthly and IS now 'ID ItS 68th S . will be sent f year. ample copIes of both periodicals ree on request too D 't PE U . af L' . Unisaf H'Ouse 32/36 D ep, nls Imlted, , udley Road, Tunbridge Wells, Kent.

Unisaf are responsible for The Yell'Ow Book which IS an annual directory 'Of B 't . , . n am s fire servIces, 'both. ublic and mdustnal,c'Omplete with a "Wh·' ·Wh" P • '0 S '0 and a com'buy.ers 'guide. A list of books published 'Or suppbed by Ums8!f may be obtained by writing to the Fire Book Department (Dep't PE), at theab'Ove address.

Codes of Practice

The Ass'Ociati'On has reprinted its Code of Practice in respect of Principles of Construction, Electrical Requirements, and Model Licence Conditions, etc. This reprint has been undertakenfollowjng repeated enquiries and requests for the Associati'On's Code.

Copies of the Code of Practice are obtainable from the Hon. Secretary, Hon. Editor, or Mr. B. W. C. Thacker, at a cost 'Of 75p post free.

Preliminary Notice

Armngements have been made, through the g'Ood offices 'Of Mr. T. Lister, Chief Fire Officer, West Midlands Fire Service, for the Annual General Meeting to be held at the Headquarters of the Brigade at Birmingham, late in April, 1976. Full details, 'including the titles of papers too be presented will be notified to members early in the year.

PORTABLE FIRE EXTINGUISHERS

Care and Maintenance

It is most important that portable fire appliances should be kept in their allotted positions and not be misused. The provision of brackets, shelves or base blocks will help to show if any appliance is missing.

Extinguishers should be recharged in accordance with the supplier's instructions immediately after they have been completely or partially discharged. One refill for each extinguisher should 'always be kept available for this purpose.

Inspection and testing should be carried out by the suppliers or firms specializing in this work, or a properly trained member of the staff. The table below is intended as a guide to ,the frequency of inspection required for each of the main types of ettinguisher.

The date of inspection should 'be ,indelibly recorded on a label securely attached to the extinguisher or painted on the hody (it should not be stamped into the body of the extinguisher). Alternatively, the date may be recorded in a special register; each extinguisher should have an identification to correspond with the item m the register.

The periodical pressure testing of extinguishers other than carbon dioxide entinguishers is no longer considered necessary. But any extinguisher showing signs of internal corrosion or damage should be taken out of service and replaced.

INSPECTION AND TESTING

Water gas pressure

Water (gas pressure) should be opened up annually and the following checks made.

See that:

(1) The extinguisher is fiHed to the correct level.

(2) The nozzle, internal discharge tube and -strainer, snifter valve and vent holes in the side of the cap are no1: dogged.

(3) The plunger moves ,freely.

(4) The cap joint washer and the hose are in good condition.

(5) No corrosion is visible either internally or externally.

(6) The gas cartridge is weighed to deteotany loss and if this exceeds 10 percent of the weight of the contents the cartridge should be replaced. The sealing washer should also be checked to ensure that it lis in good condition.

Every extinguisher should be discharged at ,least once every five years.

Water stored pressure

As these extinguishers are pressurized ,they may only be opened for inspection after discharge. They should be discharged and opened up annually and the :following checks made.

See that:

(1) The extinguisher is pressured correctly hy examining the indicating device or tell-tale indicator both before and after discharge.

(2) The nozzle, internal discharge tube and strainer and vent holes in the cap are not clogged.

(3) The operating mechanism is in good order.

(4) The cap joint washer and hose are in good condition.

t5) No corrosion is visible internally or externally.

Water s'Oda/acid

Water (s'Oda/acid) extinguishers sh'Ould be 'Opened up annually and the following checks made.

See that:

(1) The extinguisher is filled t'O 'the correct level.

(2) There has been no acid leakage which can be caused by seepage past the lead stopper in the case of some turn-over models, or which may be the result of a cracked bottle. (Cracked !bottles sh'Ould he replaced). If leakage has occurred the extinguisher should be recharged.

(3) The nozzle, internal discharge tube and strainer, snIfter valve and vent holes in the side of the cap are not clogged.

(4) The plunger or hammer moves freely.

(5) The cap joint washer and the hose are in good condition

(6) No corrosion is visible either internally or externally. Each extinguisher should be discharged at least once every five years. Turn-over models (open acid bottle), however should be discharged every two years. Arliter discharge, extingu'ishers should be thoroughly washed out with clean water and any piecesaf glass or solid matter removed.

Foam chemical

Foam (chemical) extinguishers should be opened up annually and the following checks made.

See that:

(1) The extinguisher and inner container are filled to the correct level.

•

(2) The nozzle, internal strainer and vent holes in the side of the cap are not clogged.

(3) The releasing device moves freely.

(4) All washers are in good condition.

(5) No corrosion i:; visible either internally or externally.

It is not necessary to stir the contents of this type of extinguisher and stirring may, in fact, cause damage. Every extinguisher should be discharged once every two years.

Foam mechanical

Foam (mechanical) extinguishers should be opened up annually and the following checks made.

See that:

(1) The extinguisher is filled to the correct level.

(2) The nozzle, internal discharge tube and strainer, snifter valve and holes in the side 'of the cap are not clogged.

(3) The plunger moves freely.

(4) The cap joint washer and hose are in good condition.

(5) No corrosion is visible internally or externally.

(6) The gas cartridge is weighed to detect any loss and if this exceeds 10 per cent of the -contents the cart:ridge should be replaced. The sealing washer should also be checked to ensure that it is in good condition.

ExtingUishers should be discharged at least once every two years, or once every four years in the case of extinguishers where the fDamcompound is in a sealed container. After discharge, foam extinguishers should be thoroughly washed out with clean water and any wild matter should be removed.

Dry powder

Dry pOWder extinguishers should be checked annually as follows:

stored pressure models

These models cannot be opened up for inspection. They should therefore be weighed as a check against loss of powde.r, .and if a loss of weight ,is deteoted the supplier or a firm should be consulted. Some models are fitled a pressure gauge whioh gives a rapid check but the extmgUlsher shOUld, nevertheless, still be weighed, as gauges are not always accurate.

The follOWing checks should also be made.

See that:

(1) The hose is in good condition.

(2) The nozzle is not clogged and the squeeze grip nozzle control moves freely. (Do not grease or oil this control).

(3) No corrosion is visible externally.

Every extinguisher should be discharged at least once every five years.

gas cartridge models

These models should be weighed to check that they are filled with the correct quantity of powder. They should be opened up annually, and where a discharge control is fitted on the nozzle at the end of the hose, this should be operated before opening to relieve any pressure which may be present. The following checks should then be made.

See :that:

(1) The nozzle, internal discharge tube, snifter valve and vent holes in the 'Side of the cap are not clogged.

(2) The cap joint washer and the hose are ·in good condition.

No corrosion is visible externally.

(4) The plunger and the squeeze grip nozzle control move freely. (Do not grease or oil this control).

(5) The powder is free from caking.

(6) All washers and hose are in good condition.

(7) No corrosion is visible internally or externally.

(8) The gas cartridge is weighed to detect any loss and if this exceeds 10 per cent of the contents the cart:ridge should be replaced.

Every extinguisher should be discharged at least once every five years.

All dry powder extinguishers should be kept perfectly dry after being discharged and not washed out.

Carbon dioxide

Carbon dioxide extinguishers require rather different maintenance from most other types of extinguisher. At least once every twelve months, ,the extinguisher should be weighed and the body inspected for external corrosion. If a loss. of weight, indicating that leakage is occurring, or corrosion is detected the extinguisher should be hydrauhcaHy tested by the supplier or 'a specialist firm. This test should be 'repeated thereafter at intervals of five years.

If no such .Joss or corrosion is detected it is necessary for a hydraulic test to be carried out only at intervals of 10 years on the first two occasions. Subsequent tests should be carried out every five years.

In :the event ()If an extinguisher being discharged during the first 1C' years, however, the same conditions apply as when leakage or corrosion is detected.

In addition to the checks mentioned above the following should also be made.

See ,that:

(1) The horn, hose and valve assembly are in good condition.

(2) The squeeze grip horn control moves freely. (Do not confuse this with 'the actuating mechanism on the valve assembly).

The pressure used for hydraulic testing varies according to the kind of steel used ii'or the body of a carbon dioxide ertinguisher.

Vaporizing liquids

Vaporizing liquid extinguishers should be checked annually as follows.

stored gas pressure and air pump stored pressure models

These models cannot be opened up for inspection. They should therefore be weighed and if a loss of weight is detected the suppliers or a specialist finn should be consulted. Some mode1s are fitted with '3 pressure gauge which gives a rapid check, but the extinguisher should, nevertheless, still be weighed as gauges are not always accurate. The following checks should also be made.

See that:

(1) The nozzle is not clogged.

(2) No corrosion ,is visible externally.

Every extinguisher should be discharged at least once every five years.

gas container models

These models should be 'Opened up and the following checks made.

See that:

(1) The extinguisher is filled to the proper level.

(2) The nozzle, in:ternal discharge tube and strainer, and vent holes in the side of the cap 'are not clogged.

(3) The plunger or other operating device is free to move.

(4) The cap joint washer and the hose are in good condition.

(5) No corrosion is visible internally or externally.

(6) The gas cartridge is weighed to detect any loss and if this exceeds 10 per cent of the weight of ,the contents the cartridge should be replaced. The sealing washer should also be checked to ensure that it is in good condition.

Every extinguisher should be discharged at least once every five years.

hand pump models including air pump transient pressure models

The following checks should be made.

See that::

(1) The nozzle is not clogged.

(2) The hose, if any, is in good condition.

(3) The pump mechanism ,is in proper working order. This can be checked by making one or two strokes with the nozzle pointing in both an upward and downward direction. The handle should then be returned to the "locked" position.

(4) No external corrosion is visible.

In addition, every extinguisher should be examined monthly to check for loss brought about by evaporation, and "topped up" where necessary. Every extinguisher should be discharged annually.

When the periodical discharge of gas container and hand pump models is being carried out the liquid can be poured into a suitably large clean earthenware or glass vessel and can be used for recharging the extinguisher, which should then be "topped up"

Note: The Home Office have recommended to fire authorIties that they should in future advise against the use of C.T.C. in fire extinguishers.

(With acknowledgement to the Fire Protection Association)

LIQUID PETROLEUM GAS

Further papers presented at a Safety Conference on Liquid Petroleum Gas, held earlier in the year at Sutton Coldfield

E. WILKINSON

(Chairman of L.P.G.I.T.A.)

One thing which we are short of in this country :is some uniformity regarding the safety standards which should be applied to LPG. You 'are aware of the dangers which can OCcur if the product is misused, there is no danger in LPG providing it is 'handled safely. The LPGITA, for those of you who are not aware, the ,initials stand for Liquified Petroleum Gas Industry Technical Ass'Ociation, and this is an Association which was formed as far back as 1947 in this country, 'and is formed of representatives from all the major oil suppliers and also from LPG distributors 'Such as Calor Gas and BOC Air Products and more recently perhaps, people who are associated with the LPG iindustry as a whole. The pur'pose of the LPGITA is to produce codes of

practice using the expertise 'of the people involved on the various standing committees to use codes of practice to promote the safer use of the product.

There are three codes of praotice, one of them being LPGITA Code of Practice, in fact, the have eleven codes of practice, I think I am right in saying, and these cover such things as installation and maintenance of bulk storage at consumers premises, :recommendations for control of fire involving LPG, storage of full and empty LPG cylinders, maintenance ill fixed bulklJPG vessels and S'O on, l'ight down to number eleven, which 'is the recommendation for the safe handling of'LPG used as an 'internal 'Combustion engine fuel for motor vehicles. Believe it or not, I am right

in saying 'that this is probably the only code of practice which ;s available for IJPG conversions in this country today. However, construction use regulations are being updated and we believe that the new draft will be available for comment to the various associations such as ours in the very near future. What they will contain we do 'not really know. We do believe that this, even though it was only produced two years ago, 'is now relatively out of date and needs re-writing, If the construction use regulations are as slack as they are, it will be our intention to put this of practice forward to the Health and Safety CommiSSIOn for recognition as the main code of practice to be used throughout the U,K., so this really boils down to the fact that the people who are in this kind of market should of this and ideally, they should be working to It. If they are working to this we have got a uniformity of safety standards going through the industry and judging from what I have seen recently, and to a lesser extent some of the things I have heard from various people, we are all worried about the same thing that there is no People are disregarding it and, the unfortunate thing IS that there is a very inherent danger of people setting themselves up as "experts" in converting vehicles to run on LPG, so much sO,and I am choosing my words very carefully h:re, they disregard all recognised standa'rds. What I saymg is, ·that there are so many people getting involved the. LPG automotive market, too many, and too many , ack street people. There has been an Association formed m Yorkshire which I would like to see spreading throughout the country, but what I would personally like to see ,is, people who are involved in the IJPG market should be either full members or associate members of the LPGITA. You can partake in the various standing committees which I will to you, You can be involved in the wri'ting or rewr.l>tmg of the codes of practice and you can make your VOIce heard throughout the industry,

The LPGITAconsists of a number of Standing Committees the first of which I am Chairman, is the Safety Committee and our purpose is to colleot statistics of ,incidents which OCcur throughout the UK and at the end ()If 'any given year a report 'On these statistics and recommendations as to the re 'f f f own mg '0 codes of practice or the requirement ,or new codes of practice to be written. Our 'basic funotion IS -safety, We have d' , , h' a pro uotlOn and logIstIcs commIttee who andhng a draft oodeon ,transporting LPG by sea and to extend this to rail. Surprisingly enough th ou.g we have been shifting LPG for years and years' ere IS no code of practic If h' ' great depth 'On th' ,e or SIpS. I wiIl not go into any a great deal of tU::,e vanouscommittees as that would take

Our ·third working g , of LPG, The pea 1 rohup I,S, concerned with the bulk use pew 0 Sit 'On th' f I committee are experts fro I, par ICU ar standing like to s,tress at this star: the OIl, mdustry and I would contradiot me 'f th ,g, I believe, and anyone can I ey Wish th t . h' , . and within the LPGITA ' h a Wit m the Oil compames the country 'On LPG Th we , aye the grea'test expertise in , ere IS no doubt in m . d soever, and it is proved by ,th f et ' Y mm What, e a that we ar 'ted Sit 'On various British Standard C . e mVI to Committees etc If the G ommlttees, Home Office , ., "'.' overnment od of document relating to safety or to LPcir uce any kind people asked to comment and I th'nk we are the first , I we are the only

people who, when dealing with a person like Rex Walpole, who is the Chief Chemical Factory Inspector, will come to Us asking for advice, the same as we will ask him.

We have a fourth committee which is concerned with cylinder use 'Of LPG and this is through the whole gambit of cylinders from the small cartridges right through to 104 lb. cylinders. Not surprising, this is composed mainly of Calor Gas, BOC, Shell, BP and Air Products because obviously they are the people mostly concerned with this type of market.

That basically explains ,the LPGITA. We will, sometime this year, become members of the European Association and this obviously will lead to a much wider coverage of LPG regulations which are applicable in Europe at the moment and which are not applicable here; not -that they have any better ideas than we have, even though they have been in the market 'longer, so there will be a full and complete exchange on codes of practice and on information relating to safety. Going back to what I said earlier, I want to stress upon you all that the LPGITA is here in existence as a technical association, there is great emphasis placed upon it by the major oil companies, Calor, BOC, etc. The membership has increased tremendously and we are doing an excellent job, not only in our eyes but the eyes of the Government, because whether you know .jt or not, anyone who supplies even a carburreter to be used on a car has a legal responsibility to his customer to make sure that the part, the vehicle, ,the equipment or whatever it may be, as well as the cylinder 'Of gas, is going to be used safely, and we believe that our code of practice will be adopted by the Health and Safety at Work Commission and if that is the case it means that anyone who is a member of the LPGITA and even if you are not, you will be able ItO get help and assistance from us for the very difficult and detailed Act which is coming in and will have widespread responsibilities for us all.

D. J. WESTERSIDE (Yorkshire Auto Gas)

Yorkshire Auto Gas is a company which has been carrying out gas conversions for about 4! years 'and was specifically formed to do gas conversions for motor vehicles. In that time we have gained ;considerable experience and spent a great deal of time on the continent where we have looked at gas conversions in the gas convers,ion industry in countries which have been doing this for 15 years and more. We are the sole concessionaires for Landy Hartogg, a Dutch company, and it is with theirco-operaHon thaJt we have been able to develop to the stage we have reached, We do not only conversions for petrol engines but also for the bigger diesel engines where we have conversions available and a fair amount of experience in operating diesels on mixtures, usually in the region of 60% diesel, 40% propane. In our own right we are developing some diesel engines as straight gas engines and have at'tracted the linterest of some of the engine manufacturers with whom we are co-operating.

I think it is necessary to try and give some factual informon the effffects of opera'ting the spark ignition on gas.

I Will try to be objective and not talk about particular conversion equipment, but to talk specifically about the effects on the engines regardless 'Of the make of conversion fitted.

I will first say a few W{)rds aoout fuel. For those operators or potential 'operators who are not aware ()f the fuels available, theLPG is generally either propane of butane or can be a mixture. The octane rating of propane is in the region of 110 as against 4 star petrol at 98. Butane is around 87, so if y{)u wish t{) operate on butane it has got to be on engines with Iow compression ratios because it is 10weT than the lowest grade petrol. The other problem of operating on butane, "is that at zero degrees there is no pressure, which in a road vehicle, because the tank is usually at the same level or below the level of the engine, y{)u have difficulty in starting because you 'are not getting 'the fuel in the winter when you have very cold mornings, so butane on its own, for two reasons, 'the octane rating and the pr{)blems 'of operating 'in winter, is not a suitable fuel in my opini{)n. Propane does not present these problems but even better than propane, perhaps, is to operate on a mixture. From the miles per gallon, engine point 'Of view and fuel avaHability, perhaps, it could be advantageous to operate on mixtures and one company in the UK do offer 'a mixture of 'fuel and in my humble ()pini{)n ,is a good mixture. That is a propane/butane mix but I do not know what the mix is and would suggest that a good mix is in summer 50-50, and in winter 70% propane, 30% butane. On the continent, particularly in Holland 'and Denmark 'it has been the practice to use a mixture for many years. The trouble with us·ing a mix is that it does present problems to the fuel supplier because of pressure differentials, it creates problems at the terminal in I{)ading tankers and it could create problems at the delivery point if the vessel has had a lot of propane in it immediately before the mix is put in because you have got these pressure differentials, it may also cause difficulties getting the mix into a tank that has had propane or contains propane.

Talking about engines and the effects on engines. in general terms it can be said, that running spark engines on LPG can only be beneficial t{) the engine. The wear rate on the bores is reduced considerably. Some operators, after practical measurements, are claiming a reduction in bore wear in the region of 75% and I would not disagree with 'them, based on our knowledge. One of the reas{)ns for this, 'and perhaps the main reason, 'is that a cold start from gas you do get complete combustion, you do not get involved in a situation as you do with a cold start with petrol without having to operate on too rich a mixture until the engine has warmed up. In this cold start phase, on a petrol engine of course, many of you know you get cylinder wall wash, dilul1ion "Of the oil, rings get the oil wiped off them and it is a period of very high bore wear. You are not involved in .that situation when y{)U are starting on LPG. This in turn effects the oil life 'and although we generally say, with complete safety, you can double the period of oil change, we are !fa'irly satisfied that you can quadruple the time between oil changes. In fact, we have done 'tests ·on vehicles and providing the vehicle operates onLPG the whole time, checks on oil that has ,been in an engine for 50,000 miles, has shown that it is perfectly serviceable 'and in :turn 'the filter is also in good cond'ition even at this long length of time. The plug Hfe is again generally extended and on tests 25,000 miles is quite ·normal for plugs in LPG engines. There are other things you can do to help the plug Hfe and the general running of the engine, by using a different plug to standard and making an

alteration to the gap setting. We give this information to all our dealers. With regard to cold start and the problems we have been told about <this morning, there is one thing we must do with an engine running on LPG and that is, make sure the contact points are good. Generally the contact points that are 'avCl'ilable today have a very short life, we all run into points trouble whether we operate on LPG or petrol because of the cheapness in the way the points are made and they do not last, so it is necessa'ry, we feel, 'at least every 3,000 miles to check the condition of the contact points. The spark 'temperature to ignite an LPG/air mixture is higher than that required to ignite petrol/air mixture. A petrol/air mixture will ignite with a temperature of the spark plug of around 250°C. A gas/air mixture needs a spark 400°C. The normal ignition system on a petrol engine vehicle if everything is good, virtually as new condition, the spark temperature is around 650°C, but you 'can, over a period as ·the engine is 'run, get a deterioration in the electrical leads, plug leads, distributor cap etc., dampness and oil on them, which leaks away some of the energy which give the spark, and you can be in a situat'ion where a vehicle will start 'on petrol but will not stam on gas. Usually the fuel system is hlamed then immediately looked at and adjustments are made upsets the setting of the LPG equipment, but that is not where the trouble lies; you are in the situation where your spark temperature is in between 250°C and 400°C so it is electrical. is very that you have ago'od spark for the effiOIent operatIon of an LPG fuel engine.

Exhaust valve trouble; there -is or there can be a problem on LPG engines, it is not common but it is ,there. The problem 'is generally called in the industry valve seat depression, and what it is is the exhaust valve seat has no when running on LPG. When running on petrol, the lead In the pe'trol acts as a lubricant between the valve and the valve seat. If you run an engine on lead free petrol you 'are in exactly the same situation as with LPG in that is no lead there to act as a lubricant. The valve seat WIll wear and you get a perfect wear, just as if you had been lepping 'the v'alvc into the head !for a month and if you do the wear rate will continue you will arrIve at sItuaDIOn where you have no tappit clearance. Lf 1:he 'are not re-set you can get the valves propping ?pen and if that happens you are going to get a flame going mt? the exhaust and that again will wear on the valve as I say, it is not common, it is more common WIth a lot on high speed motorway type operatIOn and rt can vary considerably between vehicles. One of the things which "influences it, is the varying standard of the material that they make the heads of, even between heads on the same types of vehicles. There is no wear on the you do not get V'alves burning out, It purely receSSIon 'into the head. There is a lot of be10g don: to see what the cure is and we are qurte satIsfied ,that WIth work being done in Germany, ror example, where they are running into 'this problem because they on very low lead content petrol, and of m AmerIca where in 'a lot of States, there is no lead m the petrol at all.

Regarding ignition timing, it is very dangerous ,to over advance the engine, you can get problems on pistons if y{)u over advance. You should never set the ignition timing

different than best petrol; just as it is important not to set the 'timing over advanced, it is also important not to be too far retarded. If you are too far retarded, you can be in a situation where you are getting your flame going out of your hole and that of course is going to give you the problem again wHh valve guides, so make sure your timing is set correctly to manufacturer's recommended for best petrol.

There is no serious problem, if any problem at all, with heavy ends and road vehicles because 99.9% are fuelling from automotive 'installation which have liquid off-ltake at the bottom of the tank 'the fuel never stays in the storage tank long enough for the heavy ends to drop out. The only time the heavy ends can come out into the evaporatoT is in 'this cold start phase before the hot water gets circulating through the evaporator, and s'Ome equipments have the ability to seIf clean, 'others have a drain plug which is quite easy to do, but in general terms, you should not run 'into this problem. One thing which has been said, is one vehicle gave repeated problems on heavy ends and others did not and all refuelled f.rom the same tanks. My observation on that would be that 'the position of the evaporator in the engine compartment should be worth looking at now because you could be in a sItuation where you are not getting good flow. H you put the evaporator above the radiator you can be in a situation where you 'are not getting the right How. It may be 'that was the problem on that vehicle, although that is just a suggestion.

For the potential users a likely question is "What about performance?" PeI'formance generally on LPG engines is slightly down and it can be between, perhaps 7% and 15% on develop brake horse power and the things that mfluence this, why it is not the same s'Ort of thing on every engine, is of course, every engine has got a different 'inlet design, different inlet valve designs very probably, mlet .valve sizes relative ,to cubic capacity, different compresSIOn ratios, different shapes on combustion chambers, ?nd all these 'influence the performance and thermal efficIency of the engine and 'that 'of c'Ourse can be related to this in the power output. All these things in their own way mfluence the differential between miles per gallon. In general terms it is reasonable to say, on feed-back from and 'Competitors' customers that the loss on miles per gallon is around 10%, but operators say they get the same amount per gall'On, others say certain vehicles are down at 140 1 M . • 10. Y comment 'on the same m'lies per gaUon IS that obviously it is one of two things either the petrol system 0 th t h·· . ' . ffi nave Icle IS of poor deSign and me clent, 'or It IS set up w I should not et th rong y, because 'theoretically you situation ';h· h e same, not when you are in a compromise . ' 'IC 'you aTe Wi't:h a petrol/LPG engine. It the engme was specifically d . is no probl . h eSlgned !for LPG opera'tion there on the losse: on t power and there is a lesser problem better. mpg, m fact 'thermal efficiency can even be

Emission levels-I am f . d . t one 0 the anti-pollution brigade ?n. m erest personally in I.;PG is in emission levels as It IS In economy. They do tie up a little b·'t [t", of CO I .r'Or every 1 % commg out of the exhaust of a vehicle you have got .an increase in fuel 'Consum sa If you are runnmg at 4% CC level as agJa:fnst snothe;

engine running at ! of 1%, are going to have the one running at 4 % using 14 % more fuel than the other one. With regard to testing test equipment for emission levels, it has been said 'that there is no real equipment that Clan measure ,low enough, I will disagree with that. There is reasonably cheap equipment which everybody can use and buy to set engines up correctly, and that is the Drager Tube System. It uses crystals in a glass tube to check the emission levels in the workshop. You can get some very accurate readings using that system.

Diesel engines-there are two ways of tackling diesels. You 'Can either run ,them on a dual fuel system, or the alternative is to go 100% gas. Engines with inIign injection pumps can lend themselves very well to a dual fuel operation, the effect is no smoke, a reduction in oX!ides of nitrogen in the region of 50% and an overall fuel cost saving in the region of 10%, but of course 10% does not look very much, when you consider a diesel engine doing 10 miles to the gallon, 50,000 miles per year, say 50p per gallon costing £2,500 'a year in fuel, 10% is £250, lit can be quite significant, and of course, 'the operator is not worried about getting a GV9 for smoke. The 'Other way, if you really want to environmentalize an engine, is to take a big diesel, re-engineer it, re-build dt specifically as an LPG fuel engine where you can use compression ratios, combustion chamber shape and such things as that to get the bes't thermal efficiency 'Out of the engine. We have already done two engines where we have given them ,this sort of treatment and we are working on others which we have got patents applied for. You can really, for such as a ,refuse vehicle, produce a very environmental engine by tackling 'it this way. Our thoughts on this subject have been copied on the continent. We did this over a year ago and very shortly some vehicles on vhecontinent will be operaJting, some have been operating under test, where our techniques are being used to give big diesel engines the same sort of treatment. The benefits are extremely low emission levels all round and obviously no smoke, ten decibels quieter and no vibration, and for such a thing as a 'refuse vehicle running on the streets and the environmental aspects, together with very good thermal efficiency that is giving comparable fuel usage with diesel and, of course, buying the gas cheaper than derv, it does 'show a fuel cost saving as well, it is, we feel, one way that the diesel is g'Oing to be tackled for the future. The engine manufacturers are starting to change their minds, they did not look at this way of tackling a diesel and they were not prepared to co-operate until recently, but it could be that this is an answer for such as refuse vehicles and buses in the future.

ANNUAL GENERAL MEETING

St. Albans - Report of Meeting held on 24th April, 1975

The meeting was opened by the Chainnan of the Associaction, Mr. B. W. C. Thacker, who welcomed the 74 members and 5 visitors present.

Apologies

Apologies were received from 71 members.

Minutes

The minutes of the 1974 Annual General Meeting were put to the meeting 'acnd accepted 'as a correct record.

Matters Arising

There were no matters 'arising.

Chairman's Report

The Chainnan warmly welcomed the members and visitors to the meeting and expressed his pleasure at there being a good attendance. He continued, "The past year has, for most of us, been one 'Of re-organisation. It has affected us aU in one way or another certainly our Association has been changed by recent L'ocal Government alterations and the end is not yet in sight. Our Scottish members have yet to experience the doubtful pleasures and upheavals of change.

Y.our Honorary Secretary and I had discussions with the Secretaries of the Association of County Councils and the Association of Metropolitan Authorities immediately before Our last Annual General Meeting. These discussions were quite frank 'and open, and I personaUy felt that we had created an 'atmosphere of sympathy and understanding with a full appreciation of the work of our organisation. Unfortunately in those early days of change the Local Authorities' Associations felt that they could not advise their members to support any outside body. This was in line with their general policy.

Accordingly 'Bit the .Jast Annual General Meeting i,t was decided that we should ,change our constitution and become an officer Association. To some of our members it was like going back to square one. These members had started some time 'ago in the West Midlands as a few petroleum officers meeting together. In a very shor.t time membership had increased to such an exten1l: that it soon became truly .1ationa1. With our change in the constitution it has had to start all over 'again.

I 'am pleased to say that in spite of our traumatic eXperiences, membership has progressed better than we had hoped and at the beginning of the year stood at 'approxima1tely 350. As this increases over the years we hope to he able to start up Branches once again. Already two Branches, the South Eastern 'and the 'Scobtish, are in !being and we intend :1t first to cover wider areas than before with a fong term view of breaking down to smaller 'areas when membership warrants.

Our finances over the past year have been restricted and this, together with increasing costs, has affected our publications. We have, however, re-printed ,the Association's Code of Practice for Petroleum Storage and Conditions of Licence, mainly beoause it is the most recent of petroleum codes available and 'also because of numerous enquiries received.

To cut down on administrative costs we have, over ,the past year, called meetings of the Emergency Committee only, instead of full Council meetings. I ask your confinnation in this action and your pennission for this to continue until the financIal climate improves.

In closing, I thank you all for your support over the last year and in particular I must 1:hank Jim Hewison our Vice-Chairman for his continued help, Bob Holdaway the Honorary Editor who has, as I know, at times a most onerous task, Cliff Peacock the Honorary Treasurer who as a Yorkshireman knows how to look after ,the hrass and John Frid who has proved to be a very hard working and dedicated Honorary Secretary. These gentlemen have, I know, spent many hard and long hours in our interests over the last 12 months and I have 'been most fOI1tuna'te to have been 'associated with them".

Honorary Secretary's Report

The Honorary Secretary spoke generally about the fortunes of 'the Association during Its first year of operation after Local Government Re-organisation in England, and expressed his commiseration for our Scottish coUeagues who were about to tread the s'ame path. He infonned the meeting that membership was steadily growing as more officers new to the technicalities of petroleum administration, became aware of the advantages which membership could offer. He said Ithat aHhough membership was !fairly well spread throughout the country, some Authorities were not represented, 'and that this was due mainly to remarks made by the County Councils' ASSOciation earlier in the year. Also he had been informed that many Pet1'Oleum Officers were not taking up membership because their Author.ities would not pay their Officers' subscriptions. This, the Secretary thought, was a most short sighted view, for most members were well aware of the difficulties and probfems can 'arise a "go it alone" policy is adopted by an AuthorIty or a PetrOleum Officer, particularly when some of these AuthorIties and Offi,cers are new to this sensitive area of administration.

The Honorary Secretary went on to express his pleasure at the growing number of ASSOciate Members from ,industry and elsewhere, saying that this was in his opinion a very healthy and welcome 'PQrtent for the future. Co-operation, and ,the ability 'to appreciate the problems on the other side of ,the fence, were two of the many links which can assist both Industry 'and Petroleum Authorities to better s'aieguard the public in this important 'area of responsibility.

lit was hoped to publish in a future issue of the Bulletin an up io date membership list, and this matter lead the Honorary Secretary to express his concern over the lack of Branch activity. Unfortunately, he said, many of the officers of the old Branches had either retired or lost the respcnsibility for petroleum administration after the reorganisation of local government. This had lef,t a vacuum in many areas, and it was hoped that the publication 'Of the membership -list would enable approaches tc be. made between Members and Ass-ociates in order to re-commence Branch meetings. He said that members of the Council will be looking at various ways in which they could assist in the revival of Branches, perhaps by 'arranging speakers for proposed meetings and the attendance of -an Offi·cer of the Association

The Honorary Secretary spoke about the cons'iderable numbers of enquiries and requests for information that he was receiving from non-members, and he asked for the guidance of the meeting with respect to his reaction to these. Whilst he felt that initial approaches should be answered when possible, he was of the opinion that if the services of the Association's Officers and through them the hard won facilities for obtaining information, were abused by non-members, then he .feIt that a policy of refusal to give such advice, in such circumstances, should be endorsed by 'the meeting. He did not, however, feel that such refusal should be -applied when the views of the Association were sought, as had happened on many occasions, 'in disputes between some licensing authorities and industry. The Honorary Secretary then reported 'briefly on some of the more interesting corresp-ondence that he had received during the year, and particularly mentioned the congratulatory letter which had been received from the Secretary of 'the County Councils' Association, expressing their approval of this Association's continuance.

Finally Mr. Frid 'thanked the Chairman and other Officers of the Association for their support and assistance during the year. This had, he said, been greatly appreciated during a difficult but progressive period.

Honorary Treasurer's Report

The Honorary Treasurer reported that there had been a general reduction in during the year, but this had been more than offset by the loss of membership due to local government re-organisation. The cost of meetings had been reduced by placing the affairs of the Association in the hands of an Executive Committee.

The oiggest problem was financing the Bulletin. Many members, especially Associates, were unable to attend meetings regularly so that the Bulletin became the principal attraction of membership, consequently reducing the number of publications, whilst saving money for them, reduced interest.

He stated that fees must be raised but that this could cost the members nothing if the Board of Inland Revenue accepted that this Association fell witthin Sec. 192 of the Income and Gorpora'tion Tax Act 'Of 1970 as members would then be <! ble to charge their fees against tax. He requested instructions to make the necessary application.

Honorary Editor's Report

The Honorary Editor reported that last year only two Bulletins had been produced solely due to ,the Emergency Committee's policy of retrenchment, and conserving resources. H was expected this year that three issues would be produced. The next one early in June.

He stated that to get the Association off the ground certain expenses must be met. The cost of publishing the Bulletin was one and a further contribution to the growth of the Ass-ociation must be ,the holding of Branch meetings. In this connection he supported the Honorary Secretary of the Southern Branch with regard to ,capitation fees and considered these may well have to be raised to 50p per member. He would endeavour with the assistance of colleagues in the area :to resurrect the Midland Branch, the home of the Association.

He 'agreed with the Honorary Secretary of the Asscciation that if we could double cur membership we would be viable, and then he was confident, as -in the old days, things would snowball and we would be on our feet again. He emphasised that the Association must -grow, it could not remain static and expect to have -any influence in those questions where it mattered. To do this we need more members, more finance, more issues of -Bulletins and more Branches.

Mr. Holdaway said he would continue -as Editor for the 12 months and no longer. He only returned to this post in a temporary capacity and he felt that the decision to appoint a Deputy Editor for the remainder of the year was an excellent one, this would give <the occupant 'Of the pos<t time to absorb what was a most interesting and rewarding job with the view of taking 'Over the Editorship at the next Annual General Meeting if sc appointed. He finally thanked the Chairman and Officers for their assistance during the year.

Honorary Secretary's Note

Mr. J. S. Crewe, Petroleum Officer, Bedfordshire C'Ounty Council 'has agreed, the approval of his Chief Officer, Mr. G. S. Bailey, to take over the post of Deputy Editor. Prior to his appointment in Bedfordshire, Mr. Crewe worked with Mr. Holdaway at Shrewsbury and was of considerable help ,to him in collating articles and publishing the Bulletin right back to the first stencilled issues. An excellent choice, we wish Mr. Crewe well in this venture.

At this point 'Of the meeting the Chairman asked members present if they wished to comment on or question any 'Of the previous reports prior to their being received. There foHowed consIderable discussion, mainly directed at the financial heallth 'Of the Assooia,tion. Questions regarding the cost of Ccuncil meetings were replied to by both the Chairman and Honorary Treasurer, and the meeting was asked to re-endorse ,the policy 'Of management by small Emergency or Ad/Hoc committees wherever possible. Th'is was unanimously agreed. lit was suggested by Mr. B. Lowe (Beds.) that issu:!s of 'the Bulletin should be further -reduced in order to lower costs, but l,t was the general opinion !that this publication was the Ass'Ociation's "shop window", and must be ·a priority expenditure. After some further discussion concerning membership generally, the Honorary Secretary

was asked to write to the Chief Executive Officers of Counties where Officers were not represented in membershrp, advising of the advantages of ·corporate approach to problems in the petroleum field, and inviting the encouragement of participation in the Association. Mr. Slater (Assoc. Gunness Pump Services Ltd.) spoke at some length emphasising 'the part that Associate Members from industry should play in encouraging the healthy growth of the Association, in participating in the revival of Branches, and generally as to the furtherance of the co-operative approach to our mutual problems.

Mr. G. S. Bailey (Beds.), in reply to the Honorary Secretary's request fora po}licy decision in respeot of enquiries from non-members, proposed that the Honorary Secretary be authorised to use a discretionary power of refusal to give -information, if such enquiries are considered by him to be unreasonable. This was seconded by Mr. M. E. Smith (G.L.C.) and was agreed by the meeting. Finally, a representative from Warwickshire asked ,if any proposals were to be put forward for future training courses for members. The Honorary Secretary reported that although the Association had not as yet made plans to re-commence the previously successful York and Surrey University seminars, it was something tha't would be high on future agendas for consideration. Meanwhile he reported that the Association had provided lecturers for a course organised by the Institute of Trading -Standards Adminis,tration, and also for the South Western Provincial Council.

A proposal by the Honorary Treasurer that the Annual Subscription be raised by £2 'and that the Association should seek -to be registered by the Board of Inland Revenue was SUpported by a number of members present. As insufficient notice of motion had been given, the Chairman ruled this out 'Of order. The Honorary Treasurer was asked to prepare a report on the matter It'O enable the Council too decide what COurse of action to recommend to members at the 1976 Annual General Meeting.

At the -conclusion -of these matters it was proposed by Mr. Smith (G.L.C.) seconded by Mr. Jackson (G.L.C.) that Officers' reports be accepted with thanks, this the meetmg unanimously accepted.

Election of Chairman

(a) At ·the commencement of this item the Honorary Secretary informed the meeting that he had been approached by a number of members who had expressed the feeling that Mr. B. W. C. Thacker (Cleveland) the present Chairman of Ithe Association should continue in ·office for a further year. They had, he s'aid, that Mr. Thacker had proved to be an excellent Chairman during the past year of upheaval, and in order to preserve a continuity of approach by the Associaltion in the immediate future, requested the Honorary Secretary 'to approach Mr. Thacker with the view to obtaining his consent for further nominalJion. This the Honorary Secretary had done, and the agreement of Mr. Thacker was 'Obtained. The Honorary Secretary then informed 'the'l1eeting that one nomination for Chairman had been received, ,that of Mr. B. W. C. Thacker. At this point there was general applause and Mr. Thacker was duly elected Chairman of the Association for a fur:ther year. Mr. Thacker thanked the Officers for their suppont and assistance during

his year of office, and also the members present for their confidence in him. He said that it gave him great pleasure to serve again in the capacity of Chairman, and that he hoped the months to come would see the Association moving from strength to strength in order tha-t it could continue tu be a viable and effective organisation in the field of petroleum administration.

(b) Election of Vice-Chairman

Mr. H. T. E. Jackson (G.L.C.) was nominated and elected Vice-Chairman for the ensuing year.

(c) Mr. J W. Frid (Cambs.) was nominated and eleoted Honorary Secretary for the ensuing year.

(d) Mr. C. T. Peacock was nominated and elected Honorary Treasurer for the ensuing year.

(e) Mr. R. P. Holdaway was nominated and elected Honorary EdItor for the ensuing year.

There was no nomination for the office of Honorary Liaison Officer and it was agreed by the meeting that this be left open.

(g) There was no nomination for the office of Honorary Legal Adviser and it was agreed by the meeting that this be left open.

(h) Honorary Auditor To be appointed by Council aHer consideration of report by the Honorary Treasurer.

Election of Council

The Honorary Secretary reported that he had received four nominations for the eight vacant places. The meeting agreed that these members be elected: Messrs. D. J. Riddett (Hants), B. C. Lowe (Beds), F. Knowles (Bucks) and N. S. Fox (Warwicks).

Election of Scrutineers

The Honol'ary Secretary proposed, seconded by the Chair·· man, that Ithe appointment of scrutineers be made at any meeting where their services would be required. This was agreed.

Any other Business

There being no other business, and announcements by Officers of the Association, the Chairman closed the Annual General Meeting at 12.20 p.m.

In the afternoon a most interesting talk was given by A. J. M. Esq., H.M. Deputy Superintending Inspector of FactorIes of the HeaLth and Safety Executive the subject being the Health and Safety at Work Act, 1974. This was followed by a question period during which the Speaker answered many queries raised by members.

Mr. Wood picked out 9 ways in which he thought the Act differed from i'ts predecessor in the field of health and safety and he proceeded to describe them in what he .thought to ?e a logical sequence but not necessarily in order of Importance

Firs·t of all the Act was all embracing; it applied to everyone at work, the only eX'Ception being those in domestic employment. The effect of this would be to include for the

first time within the protection of the Act an estimated total of 5 million persons in schools, hospitals, research laboratories, entertainment, etc. The existing legislati'On such as the Factories Act 1961 would continue in force until repealed and replaced by regulations: of course this and similar Acts would still apply only to the type of premises defined -in the particular Act. The second difference noted by Mr. Wood was that the Act imposed duties on the self emplDyed not only in relatiDn tD the effeot their activities might have 'On others but also 'On themselves. RespDnsibility fDr themselves was a nDvel concept and he referred tD the arguments put fDrwardin the Robens Report to SUPPDrt the justificatiDn for this requirement.

The third difference was the wider protectiDn given by the Act for the protectiDn of everyone from the activities of people at work. It w'Ould be wrong to assume that the public using the term in the widest sense had not previously been protected; exis'ting legislation such as Nuclear Installations Act and the petroleum legislatiDn had the 'public' very much in mind. But nDW all employers and perSDns had tD c'Onsider in what way their actIVItIes mIght affect the health and safety of thDse both in 'and 'Outside the premises wh'O were not in their employment, and act acc'Ordingly.

Mr. Wood then mentioned one particularly important of the new Act, namely that it was essentially an enablIng Act and contained very Httle detail. Nevertheless it laid down duties both 'On employers and employees which required a P'Ositive reSP'Onse and the acceptance of health and safety a's being an essential part of the management scene: He .referred t'O the general overiding requi'rement contamed m S2(1) which places the responsibility 'On the employer "to ensure, so far as is re'as'Onably practicable, the health and safety and welfare of all his empl'Oyees". H: then referred t'O ,the tactics 'Outlined in S2(2) whereby thIS respDnsibility and aim was t'O be achieved. These mcluded the pr'Ovision 'Of plant and systems of w'Ork that 'are safe, means whereby articles can be used, handled, st'Ored and transpDrted safely, the pr'Ovisi'On of informa.ti'On instructi'On, training and supervision, maintaining the .safe and with safe access t'O and fr'Om ,it and the provISI'On of a safe and healthy environment with adequate welfare faciHties. From the empl'Oyee's point of view he has now .a ,responsibility t'O take P'Ositive acllion t'O take ()If hImself and others wh'O might be affected by his actIOns and t'O c'O-operate with his employer SD that the empl'Oyer C'Ould fulfil any obligation imposed on him.

The fif,th was 'that the Act now provided the statutory ?ackmg for the c'Onstituents of any satisfactory s'afe'ty pDlIcy namely the positive cDmmitment of management at. the highest level to health and safety, joint between empl'Oyer and employees and the dIssemmatIOn 'Of informati'On ab'Out hazards and the methods used t'O These aims were to be achieVed by the reqUIrement m the Act to prepa're a written statement of the safety pDlicy, by the 'apP'Ointment in prescribed cases 'Of safety representatives and by the estabHshmen't of safety

Mr. W'Ood als'O referred to the duties the Act Imposed on inspect'Ors to give the informati'On t'O persons employed that is necessary in 'Order to keep 'them informed ab'Out matters affecting their health, 'S'afety and welfare.

The sixth difference was the increased resP'Onsibility that the new legislati'On placed on manufacturers and suppliers 'Of articles and substances fDr use at w'Ork and Mr. Wood compared the resP'Onsibilities with the much m'Ore restricted requirement of previ'Ous legislati'On.

The establishment of a focal point for the administration 'Of legisIation dealing with health, safety and welfare was the next difference that was mentioned and there f'Oll'Owed a bdef description 'Of the Health and Safety C'Ommissi'On and .the Heal'th and Safety Executive.

Mr. WD'Od then sP'Oke at SDme length 'On the additional P'Owers given t'O inspectors by th'Ose sections of the new Act which dealt with impr'Ovement and pr'Ohibition n'Otices. He reminded the audience that the R'Obens Rep'Ol'II: had questioned the role of criminal proceedings as a means 'Of securing improvements in health and and where advice and persuasi'On failed some method cl exerting pressure in 'a P'Ositive and c'Onstructive way was required. Fr'Om this recommendati'On had CDme the system of formal notices prDvided fDr by the Act. An impr'Ovement notice cDuld be issued where there was a contraventi'On cl the Act ('Or of other relevant legislation as defined) and the n'Otice W'Ould require action, detailed in the n'Otice, tD be taken within a specified period. The person on wh'Om the notice was served C'Ould appeal within 21 days to an Industrial Tribunal and the bringing of ,the appeal would suspend the n'Otice until the 'appeal had been heard and judgment ,given. A prohibiti'On notice C'Ould be Issued when an inspector was of 'the opinion that any activities carried on or about t'O be carried 'On presented a risk of seri'Ous personal injury. With this type 'Of notice there did not necessarily have rto be a legal c'Ontraventi'On and :jf the inspector thought the Tisk of seri'Ous personal injury was imminent he could direct that the activities should st'OP immediately. A similar appeal prDcedure operated e:lOCept ;that in the case of a prohibiti'On notice the bringing 'Of the appeal did not (as with an impr'Ovement nDtice) suspend the notice. Suspension could 'Only be 'Obtained by appealing tD the Tribunal and cDuld 'Only take place 'On their directi'On. Failure t'O c'Omply with the terms of either an improvement or a prDhibition notice was an 'Offence which would render the person 'On whom the notice had been served liable t'O criminal pr'Oceedings. InspectDrs would 'Of c'Ourse cDntinue to use existing methods of securing improvements: the notice procedure was, as the Chairman of the C'Ommission has said, "another arrow 1n the inspect'Or's quiver".

In c'Onclusion Mr. Wood referred to the new penalties provided for in the Act and reminded the audience that unless otherwise provided ,these penalties now applied .to offences under the existing legislati'On. Some offences could still be heard 'Only hefore a Magistrates' C'Ourt and ;in these cases the maximum penaIty was £400. The majDrity of offences, h'Owever, could be tried either ,in the Magistrates' C'Ourt where the maximum penalty wDuld remain at £400 or on indictment to the Cr'Own Court where unlimited flnes could be imposed and for a few offences (e.g. failure t'O c'Omply with 'a pr'Ohibition notice) the penalty C'Ould be an unlimited flne and/Dr up t'O 2 years ,imprisonment.

The number of questions P'Osed bore testim'Ony to the interest that Mr. Wood's talk had ev'Oked. A sincere v'Ote of thanks was proP'Osed by Mr. R. P. Holdaway.

BRANCH REPORTS

Scottish

The Annual Meeting of the Scottish Branch was held in the Dumbuck Hotel, Glasgow Road, Dumbarton, on Tuesday, Hth March, 1975.

The meeting was opened by the Chairman, Mr. George TumbulI, who welcomed Ithe members and guests. He apologised for the absence of the Provost of Dumbarton who expressed his regret at being unable to officiate at the opening ceremony due to a pressing commitment caused by the re-organisation of local government.

After his opening remarks,. the Ohairman invited Mr. D. J. Comley, Sales Manager of L.P.G. Division, Esso Petroleum Company Ltd., ,to present a paper on the safe handling, storage and conveyance of liquified petroleum gases. In the short time allotted to him, Mr. Comley outlined the properties of Butane and Propane gases, highlighted the main conditions for safe storage prescribed in the Model Code iSSUed by the Home Office and touched on essential ,precautions that require to be observed during conveyance and off-loading from tank wagons. At the condusion of his talk he shOWed a film featuring the training of personnel to combat incidents arising 'at L.P.G. litOrage ;inSltaUations due to leakage and ignition of escaping gases. After dealing capably with a number of questions, Mr. Comley was suitably thanked for his excellent paper.

The Branch was entertained to lunch by Dumbarton Who were represented by Bailie Patrick O'Neil, B!l!lIle James Bain and the Town Clerk. Mter lunc:h Bailie O'NeiI extended a warm welcome to the Branch on the occasion of their visit to Dumbarton. In response the Ohairman thanked Dumbarton Town Council fur ,the acoomm:xiation and hospitality extended to the Branch.

Present

There were 47 members 'and 4 visitors preseD't.

Chair

Mr. George E. Tumbull took the chair.

Apologies

There were 19 apologies for absence.

Standing Orders

Standing Orders were submitted and approved.

Minute

The lV!inute of the Annual General Meeting held at the CouncIl Chambers, Town Buildings, Ayr, on 1st March, 1974, copies of which had been previously oirculated, was approved.

Secretary and Treasurer's Report

The Secretary and Treasurer explained Ithat the balance of cash in hand and in the Bank was 50p ,less than actual cash held as a cheque for that amount had not been presented for payment. He also reported that CapimtionFees amounting to £10.75 for the year 1974 had been received since the end of the financial year. The report as circulated was unanimously approved.

Branch Representative's Report

The Branch Representative intimated that on 24th April, 1974 he had attended a meeting of the Executive Council at 'St. Albans followed by the Annual General Meeting of the Association. The 'proceedings of hoth of these meetings had been fully reported in the Bulletin. He and Mr. McLeod had prepared a joint report following the meeting and this was drculated fur information.

Branch Future

Before proceeding with this item, the Secretary reported on the strength and activities of the Association nationally. He had received an apology from the National Secretary for the absence of an Associa,tion Official from the Branch Meeting, a decision having been taken not to be represented in order to conserve Association funds. The Association membership currently stood at :Officers 160 Associates 200 and ,the administration was in the hands of an Emergency Committee. It was the view of the Committee :that current strength made the Association viable for the neXlt two years. Applications for membership were stilI coming forward and it was hoped for further expansion.

The Annual General Meeting of the Association had been fixed for the 24th April, 1975, at St. Albans.

There was finance 'avaHable 010 publish fur-fuer editions of the Bulletin but these were likely to be restr.icted to two or three issues for the next year or so.

There had been correspondence with the County Oouncils' Association ,in England and Wales about the strength and future of the Association and it now seemed probable that the Association would be recognised as a body that could provide proifessional adV'isers to the County Councils' Association for consultation on petroleum matters.

FollOWing some discussion about the Association's strength and clarification of the change in constitution from authority membership to officeT memibership, a proposal by Mr. Cunninghamseconded by Mr. McLeod, that the Branch conHnued to [unction in acoordance with the amended Constitution and Rules of :the Association was carried.

Annual Subscription

It was agreed that no annual subscription be levied for the year 1976.

Election of Office Bearers and Committee

Before demitting office, ,the Chairman, Mr. Turnbull, thanked the officers and committee of the Branch for their support throughout the year 'and also expressed his gratitude to the membership 'for giving him the opportunity to serve them, an experience which he had enjoyed. He then called upon the sole nominee for the office of Chairman, Mr. H. Bruce Collier 'Of Ayr County Council, and invited him to take the Chair.

In turn Mr. Collier thanked Mr. Turnbull for his services to the Branch and complimented him on the manner in which he had discharged his duties.

The remaining office bearers and commrtiee were elected as follows :-

Chairman

H. Bruce Collier (Ayr County Council). Vice-Chairman

D. McGregor (Stirling County Council).

Honorary Secretary and Treasurer

J. Shol't (Lothian Region).

Five members to serve on the Committee

T. Clayton (Fife County Council).

A. Fel'rier (City of Edinburgh).

R. A. Harris (Dumfries County Council).

T. (Glasgow).

A. E. J. WeHburn (Argyll County Council).

Branch Representative to the Council of the Association

R. S. L. Anders'on (Ayr County Council).

Honorary Auditors

J. Bennett (West Lothian County Council).

A. Galbraith (City of Edinburgh).

Place of next Meeting

The fixing of the time 'and place of the next Annual Meeting was remi>tted to ,the Branch Execu;tive Committee.

Other Business

There was no other business.

Vote of Thanks

The meeting concluded wIth >the Vice-Chairman, Mr. David McGregor, proposing a vote of thanks to aB who had contributed to the success of the meeting. He mentIoned ,in particular, Mr. Comley, for his excellent paper, Dumbarton Town Council for .the accommodation and hospItality provided, Messrs. McGill and McLeod 'for readily agreeing to make local arrangements and to the Chairman and other officers of the Branch for their part in the arrangements.

He moved and the Branch unanimously agreed that the Secretary write to the Town Clerk of Dumbarton expressing the Branch's appreciation <Yf the hosprtaHty that had been extended.

South Eastern

Minutes of the Annual General Meeting of the Branch held on the 21st May, 1975 at 'B' Divisional H.Q., Hampshire Fire Brigade, Portsmouth.

The meeting was welcomed by Divisional Commander Harland.

Present

The Chairman of the Branch, Mr. H. T. E. Jackson, and 31 members. The Chairman in his address ,included a call for recruitment, a stressing of the Association's role as the best forum for exchange of views on problems and 'a reiteration of the hope for four meetings a year.

Secretary's Report

The Secretary reported on his meeting with ,the Emergency Committee at Solihull on 6th February, 1975 and the decision to extend the catchment area <Yf the Branch to include :-

Essex, HerMordshire, Kent, Surrey, East and West Sussex, Hampshire, Berkshire, Buckinghamshire, and the Greater London Council areas.

Officers

Chairman

H. T. E. Jackson, G.L.C. Secretary M. E. Smith, G.L.C. Treasurer D. Riddett, Hampshire C.C. Committee D. Hunt, Hampshire C.C. D. Taunton, Surrey C.C. B. A. C. Sirey, Berkshire C.C.

Discussion

Future activities were discussed and there foHowed a forum at which a number of incidents at present sub judice were mentioned. Technical queries regam'ing the Association code on fire extinguishers and a source of fork lift trucks for Division n areas wound up .the morning session.

Address

The meeting was joined by Mr. L. A. Cave, Vice-President for the 'afternoon session and listened with great interest to a talk by Mr. J. Thomson, Technical Direotor, Avery Hardoll Ltd., on "Modern Forecoul"t Equipment Mark 4 systems and submersible pumps". The talk was supported by exhibits of the equipment which included an exploded display of the electronics.

A meeting of the Branch was held on 12th November, at Middlesex House, Vauxhall Bridge Rood, London.

Present

The Chairman, Mr. H. T. E. Jackson, 18 members, one Honorary member, three Associates and four gues'ts.

Business

The business meeting was disposed of and the meeting heam a talk by Mr. W. C. R. Date, Hon. Member of the Association, on "Planning and the Petroleum Officer". After luncheon an open f,orum was held and many topical subjects discussed.

Legal Proceedings

KENT

Schedule Storage

At Gravesham Magistrates Court on the 27th January, 1975 A. T. J. Perfect pleaded guilty to two charges under the Petroleum Spirit (Motor Vehicles etc.) Regulations 1929.

The charges were:-

(a) Failing to give notice to the local 'authority that petrol was to be kept (Regulation 7).

(b) Carrying Dn an operation involving exp'osure of petrol in the neighbourhood of an artificial light liable to' ignite inflammable vapour (Regulation 10).

Alternate charges under Regulation 3 and Sectron 1 of the Petroleum (Consolidation) Act 1928 were withdrawn.

The Magistrates imposed a fine of £20 on the first charge and £5 on the 'second, plus £20 cO's'ts.

The prosecution followed a fireata private 'garage which the Fire Brigade experienced some difficulty ,in extinguishing. The owner later admitted to having stored 12 gallons 'Of petrol on a permanent basis and also 8 gallons which he had drained frDm his car tank in order ,to IDcate a fault in the tank.

As he was replacing the tank, it slipped and smashed an electric light bulb which was unprotected on a wandering lead. A can of petrol which had been drained frO'm the tank was knocked over and ,this ignited. The garage was severely damaged and 'the defendant received slight burns.

Conveyance Petroleum

At FolkestDne and Hythe Magistrates CDurt on the 30th of January 1975 W. A. Monk Ltd., of Merry Acres, Sheepcote Dell Road, Amersham, Bucks., pleaded guilty to three charges concerning conveyance of petrO'leum spirit in a tank wagon.

(a) Carrying tank without "Petroleum Spil'i't Highly Inflammable" label (Section 5, 1928 Act).

(b) Did not have prescribed "fiame" notice (Regulation 4 and Schedule 1 'Of 1971 Regulations).

(c) Did not carry fire (RegulatiO'n 6 of 1957 Regulations).

Fines of £15, £50, and £100 respectively were imposed with costs of £25.

Conveyance Mixtures

At Canterbury Magistrates Court on the 21'st February, 1975 Ramhill Ltd., of 36 Ramsfort House, RDseberry Street, London, S.E.16 pleaded guilty to two charges concerning conveyance of petroleum mixtures in drums. The drums were of adhesive containing 52% heptane and 24% isopropanol (Flash point -8°c).

(a) Did not carry fire extinguisher (Regulation 6 of 1957 Regulations).

(b) Did not have prescribed flame notice (RegulatiDn 4 of 1971 Regulations).

A fine of £20 was imposed on each charge plus £10 costs.

Conveyance

At Tonbridge Magistrates Court on the 6th of August, 1975 Ultramar Golden Eagle Ltd., 'Of 1 Broad Street Place, Finsbury Circus, LondO'n, EC2M 7EP pieaded 'guHty charges concerning the conveyance of petrO'leum SPl'I'l't ID a tank wagon.

(a) Failing to' keep dipping pipe securely closed (Regulation 14 of 1957 Regulations).

(b Failing to fit on draw-off pipe (paragraph 13(1) of 1st Schedule applied by RegulatiO'n 11 of 1957 RegulatiO'ns).

(c) Failing to maintain cO'nnection in good conditiO'n (Regulation 11 of 1957 Regulations).

Before the same Court at the same time, the driver, Thomas Hayden pleaded guilty to' the 'above charges and to a charge of failing to observe all precautions whilst unloading (Regulation 2 of 1957 Regulations).

The Magistra'tes ,impO'sed fines Dn the Company of £25 on each offence and ordeI'ed to' pay £10 costs. The driver was fined £10 on the first three charges and £40 on the fO'urth. He was ordeI'ed to pay £5 costs.

The additional charge against the driver arose from :the fact that 'a leakage of petrol occurred ,from a split hO'se during delivery. On discovering this, the driver 'Continued with 'the delivery instead of immediately closing the drawuff valve and replacing the defective hose with a sound one.

.The InformatiO'ns were worded as per the following example:_

"Did contravene Regula'tion 14 of the Petroleum Spirit (CO'nveyance by Road) Regulations 1957 which said Regulations continue in force by Regulation 5(4) of the Petroleum (Regulation) Acts 1928 and 1936 (Repeals and Modifications) Regulations 1974 in that yO'U did fail to keep securely closed the dipping pipe of a tank wagO'n registration mark HHM 599N conveY'ing petroleum 'spirit contrary ,to Section 33(1)(c) of the Health 'and Safety at Work etc. Act 1974".

Conveyance

At Ramsgate Magistrates CO'urt on 19th August, 1975 A. A. Lock (Transport) Ltd., of HeadcO'rn, Nr. Maidstone, Kent, pleaded guilty to two charges relating to' conveyance O'f petroleUm spirit ,in a tank wagon registration mark NVT 136F.

(a) "Petroleum Spirit Highly Inflammable" not displayed (Section 5 1928 Act).

(b) Failing to carry fire extinguisher (Regulation 6 of 1957 Regulations).

The driver, Mr. L. Underdown, was charged with the same offences and a further charge of failing to take all precautions whilst unloading.

This further charge against the driver resulted from his failure to tighten sufficiently the connecti'On between the h'Ose and the draw-off tap 'On the vehicle thus causing a leakage to occur.

The Court said that it took a serious view of the 'Offences and that there had been "gr'Oss negligence". It imp'Osed fines against the C'Ompany of £15 and £150 respectively with costs 'Of £20.

The driver was fined £5, £25 and £50 respectively.

Petrol in Polyethylene Container

At F'Olkestone and Hythe Magistrates Court on 28th August, 1975 a garage proprietor, Mr. Peter Pocher was charged with the following offences in respect of his premises at M'Orehall Service Stati'On, Folkestone.

(a) Fail to keep posted a notice of c'Onditi'Ons to be 'Observed (Section 2(4) 1928 Act).

(b) Dispensing petrol into other than a metal container (Conditi'On of Licence and Secti'On 1(3) 1928 Act).

He pleaded not 'guilty to the first charge and guilty to the sec'Ond. The Magistrates f'Ound both charges proved and imposed fines 'of £25 and £50 respectively plus £20 costs.

The customer in this case, a Mr. R'Onald Bailey, of Catford, London, was charged with two offences.

(a) Keeping petrol 'Otherwise than in a metal c'Ontainer (Regulation 2 'Of 1929 Regulations).

(b) Keeping in a vessel not marked "Petr'Oleum SpiritHighly Inflammable" (Regulation 4 of 1929 Regulations).

He pleaded guilty to both 'Offences and was fined £25 'On each with costs of £10.

WARWICKSHIRE

Acting on informati'On received 'On the 17th July, 1975 'Officers of the department followed a van tD premises at Water Orton -and 'Observed plastic cDntainers holding liquid being and taken ,to the rear of the premises. Armed WIth a search ;rarrant, officers entered the premises and observed 10 plastIC holding petroleum spirit stored at the rear of premIses. The petr'Oleum was to be used by. Mr. B as fuel for deHvery vans used ,in connectIOn WIth hIS busmess of a Grocery/General Stores. After questioning Gries the officers seized the 10 plastic containers and !theIr contents which were subsequently tested by ,the Public Analyst.

Arising fr'Om these events Mr. Gries pleaded guilty to 11 charges at Atherstone Magis,trates' Court on the 11 th N'Ovember, 1975. He was fined £10 'On each of 10 ,charges rel'ating ,to the storage 'Of petroleum in cDntainers which were n'Ot marked "Petroleum Spirit", "Highly Inflammable" and £50 on a charge of conveying petrDleum spirit in containers 'other than metal. He was 'Ordered to pay £102.20 analysts fees and the petroleum spirit amounting to approximately 50 gallons was 'Ordered t'O be forfeited.

Total Penalties £252.20.

NORTH YORKSHIRE

Following a fire at a garage in Whitby 'On the 22nd April, 1975 involving the ignLti'On of petrol being decanted from a vehicle tank 'into containers positi'Oned in a pit beneath the vehicle, a prosecution was taken against Arthur Debenham the owner of the garage.

A,t Whitby Magistrates' Court on the 18th September, 1975 Arthur Debenham pleaded guilty to 'three summonses as follows :-

1. Being the person '1'0 whom a petroleum spirit licence was granted contravened condition 5(viii) in that petr'OIeum spirit was drawn off from the fuel tank of a motor car int'O a metal container which was not large enough to contain the whole contents 'Of the fuel tank and was not c'Onspicuously labelled "PETROLEUM SPIRIT HIGHLY INFLAMMABLE" and condition 7 of the said licence in that a copy 'Of the Bcence conditions were not exhibited :in the Iicensed premises; contrary t'O sec. 1 Petr'Oleum (C'Onsolidati'On) Act 1928.

2. Being a pers'On to whom a petr'Oleum spirit licence c'Ontaining conditions to be observed by pers'Ons employed was granted did not cause to be kept P'Osted 'On the premises namely Summerfield Garage in such position as t'O be easily read by the persons employed 'On the premises a notice setting 'Out those c'Onditions; contrary to sec. 2 Petroleum (C'OnsolidaoHon) Act 1928.

3. Being the keeper 'Of petroleum spirit !failed to display near the vessel c'Ontaining the petroleum spirit a label sh'Owing in conspicu'Ous characters .the words "PETROLEUM SPIRIT" and "HIGHLY INFLAMMABLE" and the . names and addresses of the consignee 'Or owner as prescribed by secti'On 5(i) of the Petr'Oleum (CDnsolidation) Act 1928; contrary to sec. 5(ii) of the said Act.

The Magistrates imposed a £20 fine in respect of the first charge, a £5 fine in respect of the second charge, a £5 fine in respect of the third charge and costs of £10.

(Three persons received severe bums 'as the resuIt of this incident).

SUFFOLK

On 10th November, 1975, at Mildenhall Magistrates' C'Ourt, Treble Park Ltd., trading as Brand'On Remould Company, pleaded guilty to four charges 'Of storing ,petroleum with'Out a licence.

The first two charges related t'O the st'Orage 'Of 225 gallons 'Of Esso Solvent 10, and 25 gallons 'Of Avon Vulcanising spray solution on 28th May, 1975.

The third and f'Ourth charges related to the st'Orage of 225 gall'Ons and 340 gallons, respectively, 'Of the same pr'Oducts on 5th August, 1975.

This pr'Osecuti'On by Suffolk County Consumer Protecti'On Department resulted from investigati'Ons f'Ollowing notification tfrom ,the Fire Service 'Of fires which appeared t'O inv'Olve petroleum spirit.

The C'Ompany was fined £25 'On each charge with £35 C'Osts.

SERIOUS PETROL SPILLAGE AT NORTHOLT

Report by B. W. Catcheside, M.!.Fire.E., A.lnst.Pet., Senior Petroleum Inspector, London Fire Brigade Petroleum Branch.

At 07.04 hours on Saturday, 21st June, 1975 an articuIated petrol tank wagon owned by Texaco, Ltd., overturned on the southeastern corner of the -'Target' Roundabout on Western Avenue at NorthoIt, Middlesex. On impact V?th a kerbside .safety barrier 'the carrying tank of the vehicle was perforated in two places, compartments 1 and 7, and petroleum spirit spilled out onto the highway.

When ;the first London Fire Brigade appIiances arrived at the 'scene at about 07.15 'hDurs petrol had spread over a wide area and was entering the roadside drains. A considerable amount had also contaminated a wooded area to the rear of an embankment. Containment was initially oonsidered but the spillage was too widespread and it was not possible to staunch the flow from the overturned vehicle due to the inaccessibility of the points of rupture and the non-availability of suitable material to effect the necessary seal. The danger to personnel who might attempt to carry out this task was also a consideration. Priority was ·therefore given to spreading a blanket of foam over the entire spillage area and the mounting of a large scale flushing operation.

Petroleum Branch were informed of the incident by London Fire Brigade Control at 07.30 hours and the attendance of a Petroleum Officer was requested. An Inspector arrived 'On the scene at 07.50 hours. The Police had already called for rthe attendance of local authority drainage officers.

It was 'initially anticipated that only the contents of the ruptured No. 1 and No. 7 compartments 'Of the 6,000 gallon capacity tank wagon would be lost, but when flow continued over a considerable period 'Of time without abating it became apparent that a number, if not all, of the internal baffles had been damaged by the impact, allowing the escape of almost ,the entire load of 5,000 gallons which was being carried at the time.

At approximately 09.15 hours representatives from Texaco's Buncefield Terminal arrived with two heavy recovery vehicles. The tlank wagon was then righted, whereupon inspection revealed all but 50 gallons of the 5,000 gallon load !had been lost. Of this, it is estimated that 600-800 gallons was spilled over the earthed embankment area, the rest having been flushed down the drains. The driver of ·the vehicle h.ad been taken to hospital suffering from ·cuts and shock; no other person sustained injury.

Due to the contamination of the drainage system the authorities concerned were informed of the hazard resulting from 11le spillage, and flushing with foam continued until approximately 11.00 hours. The area was searched for potential sources of igni<tion in the event of ensuing seepage and basements ,in the vicinity were thoroughly checked in this respect.

At approximately 11.30 hours petrol was ignited in an open· water course known as Costons Brook in Betham Road, 'Greenforo. At this 'point the stream runs Perivale Park immediately after emerging from a twlDtunnelled culvert; Perivale Park is a few hundred yards north of the' point where Gostons Brook joins the River Brent and is some two miles from the scene of the tank wagon accident.

IIDtially flames were some thirty feet high and extended over the 'surface of the water for a distance of 80-100 feet downstream of the culvert tunnel. Initial efforts to the outbreak were foiled by 'Constant re-ignition of the petrol flow by the white hot protective bars across the tunnel entrance. It was therefore decided, in view of the considerable 'amourit of petroleum spirit lost ·into ·the drainage system, that the fire should be allowed to bum under controlled conditions lto prevent further flow of petrol downstream from the point of ignition. As it transpired, this controlled burning undoubtedly saved problems with petrol on the surface of 'the River Brent,the Grand Union Canal and -the River Thames over a much wider area for the fire took over 2! hours to extinguish itself, indicating the amount of fuel consumed.

A's a result of the fire and tank wagon incident, a large part of Greenford had been sealed off and a·ccess to the scene of the fire was extremely difficult. The Police had a considerable problem with which they coped in their usual efficient manner.

It was imperative to discover what quantities of petrol remained in the drainage sys'tem both upstream and downstream of the fireground. I therefore requested the a-ttendance of drainage engineers with detailed drawings of the drainage layout over the whole area, this attendance to be given absolute priority.

The tank wagon had overturned at a location which coincided with the commencement of two separate drainage systems, one running southwards through Hayes towards London Airport, the other running eastwards along the Western Avenue and eventually linking with the Thames. Only the latter was found to be oontlaminated by the spillage. From the scene of the 'accident the Western Avenue spur runs eastwards 'for approximately It miles, apart from a short nOl"therly diversion around industrial premises. A culvert then runs in a south-easterly direction for! mile, terminating in Costons Brook, at which point ignition had ·occurred. During the fire, smoke had issed from the northern mouth of the culvert at its junction with the Western Avenue spur 'and it had been necessary to introduce f·oam at that point.

Following ,the fire no trace of petrol vapour could be detected in the culvert section. Severe structural damage had occurred, however, and there were traces of fire damage at a distance of 200 yards from the southern end.

Explos'imeter tests of the Western Avenue spur revealed that petrol contamination was minimal, indicative of the effectiveness of flushing ,the system with foam. Open sections were closely examined for contamination but none was found. (It had been expected that pools of petrol might have been trapped by obstructions in the shallow open watercourses 'and that foliage, etc., might have borne traces of the passage of large quantities of petroleum).

However, whilst the upstream checks were in progress, reports were received of smells of petrol downstream at Hanwell 'L'Ock and Brentford Lock. In view of the large area of contamination Which these reports suggested it became necess·ary to contaot four additional Petroleum Inspectors for emergency duty. They engaged in the investigation of all reports of contamination and advised 'On remedial action and the measures t'O be taken to prevent ignition, whilst senior colleague was called out to co-ordinate operations at Brigade H.Q., Lambeth. Only slight traces of petroleum were discovered rather than the dangerous concentrations which were fe·ared. The scene of the accident was 'reexamined and arrangements were made to dig a trial bore hole in the embankment to determine the extent of the contamination. A search was made for Post Office telephone ducts and a shallow duot was eventually found covered by sand benath the spot where the carrying tank had come to rest. A 100% explos'imeter reading was obtained from this duct and the Post Office arranged for the necessary cleaning and venting to be carried out.

The area was eventually declared clear at 18.00 hours.

In company with the Borough Engineer, senior Fire Brigade and Police Officers, a further check of ,the whole area was made the !following morning and it was found that no further build-up of vapour had occurred.

Enquiries were made amongst the residents of Betham Road ·in an endeavour to establish the possible cause of ignition. It was revealed that a strong smell of petrol existed in the vicinity for about an hour before ignition occurred. The mouth 'Of the culvert carries a footbl'idge which 'is afiavourite haunt of the local children and on .the Saturday morning .In question a large number 'Of them had been playing on the bridge. It was stated that a number of grass fires had occurred 'in recent weeks, most 'Of them thought to have ·been started by children.

A thorough search of the area revealedn'O obvious source of ignition, and all the evidence points to the fire having started at the mouth of the culvert.

TECHNICAL CORNER

Presented by PHOENIX

WHY THE HAMMER?

It is unwise in a hydraulic circuit to slam valves open or shut. Whenever a column of liquid in a pipe is accelerated or reta·rded the pressure in the system is changed momentarily.

If we consider the case of a valve being slammed shut, the maximum pressure is developed just upstream of the valve. The ,theoretical maximum pressure rise (P) in pounds per square inch at this point is given by the formula l·t p=-xO.434 g

where l = the length IQf pipeline in feet t = the retardation in feet per second per second g = the acceleration of gravity or approx. 32 feet per second per second

Let us assume that the pipeline is 10 miles (or 52,800 feet) long, that the liquid is flowing at the rate of 20 feet per second and that the valve is slammed· shut in one second. The retardation .of the liquid column in these circumstances is 20 feet per second per second and hence the maximum additional pressure developed momentarily in the system is 52,800 x 20 x 0.434 -------or 14,322 p.s.i.g. 32

This is a very high pressure which few systems could withstand. One way of reducing a pressure rise of this order is to increase the time taken to close the valve. For example, if in the case quoted above, the closing time were increased from one second to 'One minute the retardation would be only one-third foot per second per second and the maximum pressure developed would be 239 p.s.i.g. This is a much more reasonable figure.

In practice, the theoretical pressure as calculated above, is unlikely ever to be achieved. The shock of sudden valve closing tends to be cushioned by the compressibility of the liquid in the pipe and by the elasticity of the pipe walls under change 'Of pressure. However, it is always as well to know the worst, particularly as the trend towards aut;()mation develops.

Whereas it 1s virtually impossible to close standard manually operated valves ins'tantaneously this can be done with some power operated valves. More usually power operated valves are deliberately made to close slowly, in some cases over specified periods. Manufacturers are aware of the pressure rise problem whether they call it inertia pressure, inertia head. pressure surge or just plain water hammer.

INDEX 1975

ANNUAL GENERAL MEETING

Sit. Albans, 24th April, 1975 '"

APPOINTMENTS

D. Blacktop C. W. Brudenell W. C. R. Dale ... J. Walsh

BRANCH REPORTS

Scottish 11 th March, 1975, Dumbarton South Eastern 21st May, 1975, Portsmouth 12th November, 1975, London

EDITORIALS

Abandoned Oars and Faulty Pumps Sub-standard Installations

LEGAL PROCEEDINGS

Kent North Yorkshire Suffolk .. . Surrey Warwickshire

MISCELLANEOUS

Abandoned Cars '" '" '" Appraisal of premises licensed for the storage of petroleum spirit Association of County Councils-Report Boy 14, in human torch horror Council protest on gas tanks Death to the 'oil sUck Emergency Procedures" H. T:·E. Ja'ckson :::

Page 50 2 30 2 2 54 55 55 1 29 56 57 57 3 3, 57 2 3 28 30 2 30 4

MISCELLANEOUS-continued

Fiberglass reinforced underground tanks f'or storage-Dr. N. Sprecher ... Fire Magazines

Fireworks Law 'Damp Squib' Is prepayment due for an upsurge Lights plan to guide oil super tankers

Liquefied petroleum gases-D. J. Comley Liquefied petroleum gases-D. E. Tisdale D. Cowley E. Wilkinson D. J. Westerside Liss petrol blaze

Local Authority responsibilities in the st'Orage and transport 'Of petroleum North Sea 'Oil Petrol galore ... ..... .

Portable fire extinguishers-How to choose ... Portable fire extinguishers-Care and maintenance Sale 'Of Explosives

Serious petrol spillage at Northol<tB. W. Catcheside ... '" ... ...

The Health and Safety at Work, etc. Act, 1974 The InsnaUation of underground tanks

OBITUARY

R. Crowther E. W. H. Howe A. F. Markham

RETIREMENTS

G. D. H. Dicks R. p. Holdaway

TECHNICAL CORNER

How did it all begin? Who's :to deliver? .. . Why the hammer?

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